THE UNIVERSITY
OF ILLINOIS
LIBRARY
FIFTEEN MECHANICAL PROBLEMS
REASONS FOR THEIR EXISTENCE AND THEIR SOLUTION
BY
CHARLES ELLIOTTE SARGENT
B. S.t University of Illinois, 1886
THESIS
Submitted in Partial Fulfillment of the Requirements for the
Degree of
MECHANICAL ENGINEER
IN
THE GRADUATE SCHOOL
OF THE
UNIVERSITY OF ILLINOIS
W5
Digitized by the Internet Archive
in 2013
http://archive.org/details/fifteenmechanicaOOsarg
UNIVERSITY OF ILLINOIS
THE GRADUATE SCHOOL
May 24,
ioi5
1 HEREBY RECOMMEND THAT THE THESIS PREPARED UNDER MY SUPERVISION BY
Charles Elliotte Sargent.
ENTITLED Fifteen Mechanical Problems; Seasons for Their
Existence and Their Solution
BE ACCEPTED AS FULFILLING THIS PART OF THE REQUIREMENTS FOR THE
DEGREE OF Mechanical Engineer
Recommendation concurred in:
Committee
on
UIUC
FIFTEEN MECHANICAL PROBLEMS .
REASONS FOR THEIR EXISTENCE AND THEIR SOLUTION.
I. To construct an internal combustion engine so that it will nave as
uniform a turning moment as a single cylinder double-acting steam
engine.
II. To increase the efficiency of an internal combustion engine by in-
creasing the working stroke, thereby converting more heat into
work and incidentally eliminating the "bark".
III. To operate the intermittent cam driven valve motion of slow rotat-
ive speed internal combustion engines with eccentrics in order to
obtain a high rotative speed necessary for driving direct connect-
ed electric generators.
IV. To perfect a mechanism for starting internal combustion engines
with compressed air, which is automatically thrown out of commiss-
ion when air is turned off, and into commission when air is turned
on, and which can only wear when engine is starting.
V To construct a device which will, without moving mechanical parts,
(a stipulation laid down by Fire Underwriters in making rules for
the installation of sprinkler apparatus) indicate a change m head
of one pound pressure or less, by lighting a lamp or ringing a
bell.
Yl. To b^-ing out an instrument which will indicate the angular velocity
variation of a flywheel during a revolution, a mechanical umpire,
as it were, between engine and generator builders when parallel
operation must be attained.
VII. To devise an attachment for steam, air or gas pipes which would
indicate the pounds avoirdupois of steam, air or gas flowing
through, irrespective of pressure, i.e., a Flow Meter.
VIII. To construct a gas driven air compressor which would be self-
contained, simple in construction, cheap to build, which would
require a minimum amount of floor space, and have a high mechani-
cal and thermal efficiency.
IX. To redesign a rotary valve vacuum cleaning machine which could
be manufactured for 50$ less, which could not wreck itself with
entrapped water, and which would have an increased capacity of
75$.
« *
X# To develop a centrifugal governor for a Single Phase Linotype
Motor which would allow it to start as a splitphase repulsion
type and to change at a predetermined speed to an induction type.
XI. To provide a gas calorimeter for commercial work that can be
manipulated by ono person, which v/ill permit of continuous oper-
ation, and in which the personal error of observation and manip-
ulation is eliminated.
XII. To build a self-adjusting universal air jack for barring over
flywheels of gas or steam engines, enabling a man or boy to do
the work of three or four men in one quarter of the time.
XIII. To make a thermostat for a fireless electrically heated cooker
which will automatically open the circuit when a predetermined
temperature is reached, which will not oxidize, corrode or de-
teriorate with use.
XIV. To have a portable unbreakable, unspillable, draft-gage with a
six inch range which can be read to one hundredth of an inch to
go with testing outfit.
XV. To construct a variable speed transmission by which the driver
at a constant speed can drive the driven member either direct-
ion from no revolutions per minute to its maximum speed, without
end thrust, side thrust or short leverage at low speed and maxi-
mum power, which are indigenous to the ordinary friction drive.
PROBLEM 1.
5
PROBLEM
1.
To construct an internal combustion engine so that it will nave as
uniform a turning moment as a single cylinder double-acting steam engine.
SEASONS FOR SUCH A HIILIC HOVER.
At the Columbian Exposition in Chicago in 1893 there were exhibited
six or eight internal combustion engines, the largest of which was a 35 H.P.
Host of these represented the sizes furnished by the Otto Gas Engine Company of
Philadelphia, and as the Otto four cycle patent had not expired, the other small
engines exhibited were of the two cycle Marine engine type.
The governing of the four cycle type was by the hit and miss method,
a system conducive to thermal efficiency, but not to a uniform turning moment.
As a single cylinder, single acting four cycle engine gets under full
load, an impulse in two revolutions, if the hit and miss governor were in oper-
ation, it would get an impulse every two, four, six or eight revolutions, de-
pending on the load and the mechanical efficiency of the engine. It is evident
that with such spasmodic impulses this type of prime mover would not be satis-
factory for dynamo driving.
Natural gas wells were being opened every day, gasoline, a by-product
of kerosene could be purchased for about four cents per gallon, and producer gas
had been generated successfully in Europe, where natural gas at that time was
unknown.
uliile it was generally admitted that the thermal efficiency of internal
combustion engines was from two to three times the efficiency of a steam engine,
on account of their supposed limited horse power and irregular torque, power
6
users had but little faith in thoir ultimate success.
As the four cycle single acting gas engine had no compression on its
outward stroke, and a compression every other revolution only on its opposite
stroke, the author believed that single cylinder internal combustion engines
would never be commercial in large sizes, and in fact, did not believe that
single acting pistons in multi -cylinder engines of large capacities would be
the solution of the gas engine problem. Having placed over two hundred
horizontal steam engines in Chicago buildings, the author was so wedded to this
type that a horizontal gas engine with as many impulses as a simple steam engine
seemed to be the rational solution of the problem.
In 1895 drawings of a tandem double-acting gas engine to give an im-
pulse every stroke were made under the author's direction, and in 1896 the first
tandem double acting gas engine to the author's knowledge, was run on its own
power. This engine was equipped with rotary stove damper valves of soft cast
iron, which might have lasted twenty-four hours if engine had been run that long,
thile the engine as a whole was a miserable failure, the piston rods, working
one-quarter of the time in a temperature averaging 2400° P. showed no signs of
deterioration or overheating, and the success of the tandem double acting gas
engine was assured.
SOLUTION.
while the Westinghouse Llachine Company, which had just begun to make
two and three cylinder vertical gas engines, stated most emphatically in their
catalog that "on account of the high temperature of combustion, piston rods and
stuffing boxes were impossible in gas engines", the author was studying the gas
engine problem, and so far perfected the tandem double-acting gas engine (Fig.l)
that five years later he had one belted to an electric generator, making as
satisfactory light as the high speed Ideal engine in the same power plant,
which the author had installed seven years before.
OF THF. iilA1-
8
The angular velocity variation of the bolt wheels, as doterminod by
the *aiglometer (Problem VI J was no greater with proper firing and mixture than
the single cylinder stoam driven engine, heretofore mentioned.
On account of having a compression every stroke, to bring the moving
parts to rest, the engine ran smoothly, even at a piston speed of seven hundred
feet per minute, which was about a hundred feet per minute higher than steam en-
gine practice.
iVhile the double-acting tandem construction insures four times the
power from the same crank and cylinder diameter, and a much better turning moment
conducive to uniform speed, the substitution of a cutoff governor which varied
the M.B.P. with the load, for the hit and miss method so common on single acting
engines, contributed greatly to the quiet and smooth running of the engine.
The problem in the author's opinion was solved, but of the many in-
ternal combustion engines shown at the Paris iixposition in 1900 there was not a
single double-acting tandem engine, but there was one single cylinder, single
acting 600 horsepower engine, which indicated the possibilities in cylinder con-
struction.
Today, tandem double-acting, single and twin, gas engines are the only
types found in large sizes, and they are driving, without cross currents or undue
heating, alternators in parallel, a feat hardly anticipated when the 55 horsepower
Otto engine, shown at the Chicago World's Fair was as "large as explosion engines
could be made".
PR03LELI 11 •
10
PROBLEM
11.
To increase the efficiency of an internal combustion engine by increas-
ing the working stroke, thereby converting more heat into work and incidentally
eliminating the "bark".
ARGIM2NT.
The engineer who realizes the economy in cutting off the steam in a
steam cylinder after the piston has made one quarter of its stroke, can hardly
reconcile the red hot exhaust pipe and the high terminal pressure of an inter-
nal combustion engine as indigenous to a prime mover two or three times more
efficient than a steam engine.
The apparent waste of heat and energy seemed to the author unpardon-
able when he realized that if the heat were converted into work, the efficiency
of the gas engine would be increased, the distortion and deterioration of the
exhaust valves and piping would be eliminated, and the annoying noise of re-
lease would be overcome.
Familiarising himself with the Atkinson cycle, which with a terminal
presstire of twenty-five pounds absolute, showed the highest efficiency at that
time attained by a restrained piston engine, the author believed that a higher
efficiency could be secured with a lower terminal pressure and without the
grasshopper motion of the Atkinson engine.
To get a more complete expansion of the burning gases in an ordinary
reciprocating engine, it would be necessary to expand the ignited charge before
release to a volume greater than the volume of the cold gases just as compress-
ion began. A throttled charge with early ignition would secure a low
terminal pressure, but the back pressure due to the wire drawing during the
1 1
Induction stroke, would offset any gain in eoonony during the working stroke.
The ordinary gas ongino at this time, at full load, compressed a
cylinder full of combustible mixture, ignited it and at the end of the working
stroke when the temperature of the burning charge was 1500° F. released it by
opening the exhaust valve. From a careful analysis of a normal diagram, it
was estimated that by carrying the expansion sixty per cent further, the ter-
minal pressure would drop from fifty to sixty pounds, to eighteen to twenty
pounds absolute, and the additional area in the diagram would mean an increased
1UX.P. for the same amount of fuel.
SOLUTION.
At the time this problem was considered, intake valves were opened by
suction, a method long since abandoned except on the cheapest engines, and to
provide a way of cutting off the inlet charge at some predetermined point of the
stroke depending on the load, a valve motion (Specification #752303) embodying
a poppet valve to hold against compression and explosion, and a piston cutoff
valve to control the intake was designed, tested and found to fulfill its
mission.*
Driven by a floating lay shaft which advanced the time of cutting off
the induced charge as well as the time of ignition, which should be earlier as
the mixture gets weaker and compression less, this valve motion in conjunction
with the tandem double-acting gas engine solved the problem, and even the
10" x 20", 50 B.H.P. engine (Problem 1) was at that time the most economical
internal combustion prime mover that had ever been produced.
Diagrams showing about twenty-four per cent more area than diagrams
from engines which released at the same point compression began; the exhaust
temperature at full load was about 500° f. and the pressure at release twenty
to twenty-five pounds absolute.
IS
Of four complete testa, the average available B,t.u. per B.H.P. hour
at full load were 8705. which equals (2545) a thermal efficiency of 29,23%
0705 '
seldom excelled by a Diesel engine.
Larger engines (Fig.l) with twenty-five inch cylinder diameter, 48"
stroke, were constructed on the same lines, i.e., with a cam driven valve motion
and a flywheel inertia governor, which varied the time of cutoff and ignition
with the load. These engines at 100 H.P.LI, and 800 feet piston speed, for
belt drive, so fulfilled the function for which they were constructed, that a
change in design was never anticipated, yet the direct connected electric gene-
rator was destined to raise both the rotative and piston speed of this type of
prime mover.
♦For a complete description of this engine see Transactions of the .American
Society of Mechanical Engineers 1901, Volume 22,
14
I-
LIBRARY
OF THE
u'"vrp' rv Of fu,N0,s
No. 752,303. PATENTED FEB. 16, 1904.
C. E. SARGENT.
VALVE FOR INTERNAL COMBUSTION ENGINES.
APPLICATION FILED APR. 27, 1900.
HO MODEL. 3 SHEETS— SHEET 1.
LIBRARY
or THE
VFRSIT* Of IlLINOfS
No. 752,303. PATENTED FEB. 16, 1904.
C. E. SARGENT.
VALVE FOR INTERNAL COMBUSTION ENGINES.
APPLICATION FILED APR. 27, 1900.
3 SHEETS— 8HEET 2.
c c
fa ?7^jLJb^
LIBRARY
Of THE
r^ Of ILLINOIS
No. 752,303. PATENTED FEB. 16, 1904.
C. E. SARGENT.
VALVE FOR INTERNAL COMBUSTION ENGINES.
APPLICATION FILED APE. 27, 1900.
BO MODEL. 3 SHEETS— SHEET 3.
l-MOIO l Hun
752 303. Patented February 10, 190-1
United States Patent Office.
CHARLES E. SARGENT, OF CHICAGO, ILLINOIS, ASSIGNOR OF THREE
FOURTHS TO OLIVEB S. LYFORD, OF NEW YORK, N. V., AM) CHARLES
YV. HILLARD, TRUSTEE, OF CHICAGO, ILLINOIS.
VALVE FOR INTERNAL-COMBUSTION ENGINES.
SPECIFICATION forming part of Letters Patent No. 752,303, dated February 16, 1904.
Application filed April 27, 1900. Serial No. 14,555. 'No model. I
To all whom it may concern:
Be it known that I, Chakles E. Sargent, a
citizen of the United States of America, re-
siding at Chicago, in the county of Cook and
5 State of Illinois, have invented certain new and
useful Improvements in Valves for Internal-
Combustion Engines, of which the following
is a specification.
My invention relates to certain improve-
io nients in valves designed in connection with a
valve intended for use in a class of internal-
combustion engines in which the admission-
ports are closed at some intermediate point in
the first forward or admission stroke of the
1 5 piston in order that in the working stroke the
gases may be allowed to expand down to ap-
proximately atmospheric pressure, thereby
converting the heat into work instead of al-
lowing it to escape in the exhaust. In these
20 engines the charge is drawn in by the suction
of the piston during a portion of the first for-
ward stroke. The admission-ports are then
closed, and during the remainder of the for-
ward stroke the piston expands the charge,
25 creating a partial vacuum within the cylinder,
the suction of which aids in drawing the pis-
ton back, returning to the engine the power
which has been employed in the expansion of
the charge. When the piston reaches the
30 point of cut-off on the first backward stroke,
the compression • above atmospheric com-
mences and is continued up to a predetermined
pressvfre, depending upon the per cent, of
clearance. The charge is then exploded and
35 drives the piston down to the cut-off point in
the ordinary manner, after which it continues
to drive the piston to the end of its stroke,
and the gases expanding down to atmospheric
pressure convert the heat into work, thereby
40 utilizing after passing the cut-off point the
pressure which is usually wasted in the ex-
haust.
The object of the invention is to provide for
the use of a single valve for each explosion-
45 chamber, to operate the same by means of a
single cam and a single cam-lever, so that the
construction may be as simple as possible and
also so that there may be but one irregularity
in the inner contour of the cylinder to increase
the radiating-surface thereof. 5°
It is also the object of the invention to pro-
vide an improved method of varying the rela-
tive proportions of the ingredients consumed,
also to make the various parts of the valve
easy of operation, avoid clicking of the same, 55
and to provide means whereby the valve may
be put into a condition for opening without
necessarily opening it, so as to make said
opening dependent to a certain extent upon
the pressure within the cylinder. 60
It is also an object of the invention to pro-
vide a simple and convenient balance for the
weight of the valve adjustable to any desired
force.
To such ends the invention consists in cer- 65
tain characteristics which will fully appear
from the following description and be defi-
nitely pointed out in the claims.
In the drawings presented herewith, Figure
1 is a vertical section transverse to the axis of 7°
the cylinder of an engine. Fig. 2 is a hori-
zontal section in line 2 2 of Fig. 1. Fig. 3 is
a vertical section of the valve, showing the
parts in a different position. Fig. 4 is a simi-
lar view showing the parts in a third position. 75
Fig. 5 is a horizontal section in line 5 5 of Fig.
1. Fig. 6 is a horizontal section in line 6 6 of
Fig. 1. Fig. 7 is a horizontal section in line
7 7 of Fig. 4. Fig. 8 is a side elevation of
the piston portion of the valve; and Fig. 9 js 80
a similar elevation of the casing in which said
piston slides.
Referring to the drawings, A represents an
ordinary cylinder-casting with water-jacket
a, an interior cylindrical bore a', and a single 85
valve-port a2, arranged at the bottom and at
one end of the cylinder and extending to the
valve-chamber a3. The valve-chamber con-
tains a cylindrical bore a\ in which is secured
a bushing B. (Shown in side elevation in Fig. 9°
9.) This bushing contains inlet-ports b, ar-
ranged around its periphery , and exhaust-ports
b', also arranged around the periphery of the
bushing and preferably parallel with the in-
let-ports. These ports open into suitable pas- 95
sages in the casting, the inlet-ports b opening
£3
752,303
into the passage or chamber ab except at a
limited portion thereof, (shown clearly in Fig.
7 and lettered </*,) the limited portion being
intended for the introduction of gas or other
5 combustible material, and the chamber aT' for
the introduction of air which conies in through
opening-, portions of which are shown at ft1
in Fig. .">. The exhaust-ports 7/ empty into a
chamber a1 and the exhaust escapes therefrom
io through an opening ft9, also partially shown
in Fig. 5. The bushing is shown as held in
place by nuts //'. which also hold in place a ro-
tatable cap or plug C, provided with a handle
r to turn it. The cap is circular in form and
1 5 rests upon shoulders b* b* on the bushing, a
circumferential Hanger' resting upon the latter
shoulder and being engaged by the nuts b1 to
hold the cap in place. The cap is preferably
hollow and coned upwardly and also has a cen-
20 tral boss r\ in which is guided a hollow stem
<l of a piston-valve I), the stem and boss hav-
ingaspline connection, (shown at c df.) This
connection gives the piston-valve a vertical
movement in the cap, but causes the valve to
25 rotate with the cap when the latter is turned
by the handle a The piston-valve is a hollow
shell connected to the stem by radial spokes
or wings '/'. It is slotted circumferentially
sit '/' to register in a certain position with the
30 inlet-openings h of the casing. The slot does
not extend quite around the valve, being in-
terrupted by a solid portion <l\ which may be
brought by the rotation of the valve before
the openings in the casing which connect with
35 the air-chamber or before the opening which
connects with the chamber ft6, through which
th<' combustible part of the charge is taken in.
By this means the relative size of the open-
ings which draw in air and gas or other ma-
40 terial may be changed to admit varying pro-
portion- of the same. The upper portion of
the valve contains an outside peripheral chan-
nel fl'\ (Clearly shown in Fig. H and in the
various sections. ) This channel is of sufficient
45 width to connect the exhaust-ports // with the
interior of the valve-chamber, as is shown in
Fig. when the piston-valve is in its upper
position. In this position the exhaust is al-
lowed to escape from the cylinder through the
50 chamber ft". In the intermediate position of
the valve shown in Fig. 1 this groove is low-
ered entirely within the casing to cut off the
exhaust, and the inlet-openings of the valve
have not been lowered far enough to reach the
55 inlet-ports // of the casing. A further down-
\\ ai d movement of the valve brings it into the
po-it ion seen in Fig. 4, in which the inlet-ports
are Opened into the interior of the valve.
A puppet-valve E seats upon the top of the
60 casing and has a stem e extending through
the hollow stem of the piston-valve and ter-
minating in a smaller piston d within a hol-
low nut '/ '. screwed upon the lower end of
1 he piston-valve stem and guided within a cy-
f>$ lindricul cup F, supported by brackets/'/",
extending downward from the Cup G. This
nut if, together with another just above it,
(f, embrace between them an annular groove
d? , within which is lifted a fork tj upon the end
of a lever (i, pivoted at (/' to the frame and 70
bearing at its opposite end a roller g\ run-
ning upon a cam H, fast upon a cam-shaft //,
journaled in suitable bearings on the cylinder
of the engine. A spring 1 is interposed be-
tween the nut tf and the cap C and tends to 75
draw the forked end of the lever (4 down to
guide the roller upon the surface of the cam.
The surface of the cam is divided into three
concentric portions h! /r the portion h' cor-
responding to the intermediate position of the 80
piston-valve shown in Fig. 1, the portion K*
corresponding to the highest position of the
piston-valve shown in Fig. 3, in which the
exhaust-port is open, and the portion hs cor-
responding to the lowest position of the pis- 85
ton-valve shown in Fig. 4, in which the inlet-
ports are open. The puppet-valve E acts as a
closure both for the bushing of the valve-cas-
ing and for the piston-valve when the latter
is sufficiently raised. 9°
The lower face of the puppet-valve con-
tains an annular groove i, adapted to receive
the upper end of the piston-valve, as seen in
Fig. 3, and said groove is preferably made to
fit closely, so that an air-cushion may be ob- 95
tained to avoid the clicking of the two valves
when they come together. Furthermore, the
inner wall of the groove laps over the inside
surface of the piston-valve when the latter is
in its intermediate or normal position, as seen 100
in Fig. 1, causing the puppet-valve to cut off
connection between the cylinder and the in-
terior of the piston-valve slightly in advance
of the seating of the puppet-valve upon the
bushing. The nut tf has a small perforation 105
at d* to admit atmospheric pressure above the
piston e', and the air within the chamber lie-
low acts as a spring to assist in the raising of
the puppet-valve when the piston-valve is in
the position seen in Fig. 4, in which the ca- no
pacity of the chamber is reduced by the low-
ering of the nut. A petcock J provides
means for allowing air to escape or to enter,
as the case may be, to adjust the pressure
within the chamber. IJ5
The wings or bridges dl are curved from the
stem to the valve, so as to prevent them from
forming rigid struts between the stem and the
outer wall of the valve. This is done so that
the expansion and contraction of the wings 120
need not necessarily force the outer wall of
the valve out of round, but may be compen-
sated for by an increase or decrease, of the cur-
vature of the wings.
The valve, as shown, is arranged for and 125
adapted to a four-cycle explosive-engine, in
which the admission of the charge is cut off
at part of a st roke of the piston. Looking
first at Fig. 4, the parts are shown in a posi-
tion in which the charge is entering the cyl- !3°
752,303
Lnder, The roller is resting on the lowest
part of the cam, allowing the forked end of
the lever ( i to drop, which permits the spring
1 bo draw down the piston-valve, reduces the
5 capacity of the chamber in the cup K, caus-
ing an upward pressure upon ttie piston-',
and assisting the raising of the puppet-valve
K, st> that the entire weight of said valve need
not necessarily he overcome h.v suction from
io within the cylinder. The position of the parts
remains tin1 same until the roller leaves the
part h' of the cam. When the cam has ad-
vanced in the direction of the arrow sulli-
ciently to bring the part h' under the roller,
15 the piston-valve has risen sufficiently to close
the inlet-ports and increase the capacity of the
chain her within the cup F, as seen in Fig. 1,
remo\ bog the upward pressure upon the pis-
ton e and at the same time cutting oft' the sup-
20 ply of gas and air, so that the puppet-valve
seats itself by its own gravity or by suction
upon the piston if the tension of the air
within the chamber is such as to assist the
downward movement, and this position con-
25 tinues during the remainder of the forward
stroke of the piston, all of the backward or
compression stroke of the engine, and all of
tin- second forward or working stroke. Dur-
ing the remainder of the first forward stroke
30 the expansion of the charge caught within the
valve may cause the puppet-valve to rise from
time to time; but its return cuts off the flow
of gas before the valve seats, so that no chat-
tering occurs. At the end of the working
35 stroke the cam H has advanced sufficiently to
bring the highest part Aa beneath the roller,
raising the piston-valve upwTard against the
puppet-valve and carrying the latter with it
against the pressure within the cylinder into
40 the position seen in Fig. 3, where the exhaust-
ports are connected with the interior of the
cylinder and the exhaust flows into the ex-
haust - chamber and thence into the atmos-
phere. This completes the cycle, and as the
45 roller runs off of the part h* of the cam onto
the depression A3 the parts resume the origi-
nal position (showTn in Fig. 4) for the admis-
sion of a new charge.
Much of the novelty herein more or less com-
50 pletely disclosed is claimed in my pending ap-
plications Serial Nos. 14,553, 14,556, 131,063,
and 131,309.
The principal features of the invention are
not necessarily dependent upon the exact de-
55 vices and forms of arrangement thereof, and
for this reason I do not limit myself to the
specific details of construction above de-
scribed.
In the claims I shall for brevity refer to the
60 combustible portion of the charge as "gas,"
meaning thereby to include any combustible
material which may be used in place of the gas
in a device of this sort.
I claim as new and desire to secure by Let-
65 ters Patent —
1. The combination with a combustion-cyl-
inder and inlet and discharge ports therefor,
of a reciprocating piston-valve provided with
channels adapted to connect said ports, re-
spectively, with the cylinder as the valve re- 70
ciprocates, and a valve arranged to close oik;
of said channels while the other is open.
2. In a device of the class described, the com-
bination with a valve-chamber provided with
inlet and exhaust ports, of a piston- valve there- 75
in provided with an outside channel adapted
in a given position of the valve to connect the
exhaust-port with the cylinder and with an
inside channel adapted in a given position of
the valve to connect the inlet-ports with the 80
cylinder, and having portions adapted in either
of said positions to cut off the other port, and
:i puppet- valve adapted to close the inner chan-
nel when the outside channel is open substan-
tially as set forth. 85
3. In a device of the class described, the com-
bination with a piston-valve provided with
channels adapted respectively to govern the
inlet and exhaust ports, of a puppet- valve
adapted to close one of these channels when 90
the other is open; substantially as described.
4. The combination with the combustion-
cylinder, of a reciprocating valve arranged to
open and close the inlet-port as it moves trans-
versely with reference thereto to different po- 95
sitions, a second independently-movable valve
carried by the first, arranged to cut off com-
munication between the first valve and the
cylinder and means for closing the second
valve during the combustion of the charge. 100
5. Tn a device of the class described, the com-
bination with a cylinder having a suitable
valve-chamber, an exhaust-port and inlet-ports
for air and combustible material respectively,
of a valve having channels adapted to alter- 105
nately connect the exhaust-port and the inlet-
ports with the cylinder, said valve being ca-
pable of reciprocating movement in one di-
rection to open and close the ports and in
another direction to vary the relative size of no
the inlet-ports; substantially as described.
6. In a de vice of the class described, the com-
bination with a cylinder provided with a cy-
lindrical valve-chamber having a suitable ex-
haust-port and inlet-ports for the air and gas 1 1 5
respectively, of a piston-valve fitted to said
chamber having passages adapted to alter-
nately connect the exhaust and inlet ports with
the cylinder, means for moving said piston
longitudinally to open and close the respective 1 20
ports and means for moving it angularly to
vary the relative size of the inlet-ports; sub-
stantially as described.
7. The combination with a hollow piston-
valve, of a puppet-valve seating upon one end 125
thereof, and provided with a groove adapted
to receive said end and provide an air-cushion;
substantially as described.
8. In a device of the class described, the com-
bination with a piston -valve and a puppet- 130
4 752,
valve of a stem for the puppet-valve and a pis-
ton upon tin- valve-stem within the chamber
provided with means for varying its capacity
by the movement of the piston-valve; substan-
t tally as described.
it. Inadeviceof the class described, the com-
bination with a suitable valve-opening and
valve-seat, of a puppet-valve fitted to said seat
and means for closing the opening prior to
the seating of the valve, whereby the move-
mentsof the valve toward its scat are checked
and c hattering upon the seat is avoided; sub-
stantially as described.
In witness whereof I have hereunto set my
hand, at Chicago, in the county of Cook and
State of Illinois, this 19th day of April, A. D.
1900.
CHARLES E. SARGENT.
Witnesses:
Chas. O. Siiervey,
S. Buss.
420
t
, ).>
111.
To operate the intermittent cam driven valve motion of slow rotative
speed internal combustion engines with eccentrics in order to obtain a high
rotative speed necessary for driving direct connected electric generators.
KBiLiOlio ^ ->K~h - V.u,V-i -*)*iON.
The distinctive feature of the valve motion of a complete expansion
gas engine is the single port in bottom of cylinder and single poppet valve
holding against compression and explosion pressure, which ojjens to let the ex-
haust out and closes and opens again to admit the charge, meted in by the
piston valve and governor. The piston valve moves up to exhaust and down
to admit requiring a double functioned cam following the contour of which rides
the roller which times the valve opening and closing.
The valve motion of long stroke slow speed engines (tfig.l; Problem 11)
is operated by such cams and satisfactorily as long as their perimeter speed
does not exceed 400 feet per minute. For a high thermal efficiency, the
author preferred and constructed engines with the cylinder diameter one half
the stroke, hut to meet the requirements of direct connected generators, even
though at a slight sacrifice of efficiency, a shorter stroke and a higher ro-
tative speed were desirable, and to operate the combination piston and poppet
valves quietly and positively was the problem the author had to solve. Up
to this time the poppet which acted as a check valve for the admission, but in
no way controlled the quantity of the charge, was opened by suction during the
induction stroke and tended to chatter with friction loads.
ANY
TUP
p*
SOLUTION*
The solution of the prob lorn provides for a positive movement of both
piston and poppet valves at all parts of the cycle and a Corliss release sear
timed by the governor and operated by a vacuum dash pot for closing the piston
valve when cutoff takes place.
Figure 1 is a photograph of the valve motion, side and end sectional
elevation, showing the eccentric drive, governor control and ease of dissembling.
Specifications ^1072366 attached, show details of construction and the
way the problem was solved. The closing of the poppet twice and the cutoff
valve once during the cycle, by air pressure is conducive to quick and noiseless
operation and long life.
That the solution met the requirements of the problem is evidenced
by Figure 2, a three minute exposure or while the engine made six hundred re-
volutions with too little vibration to disturb a penny resting on its edge on
the head end of cylinder.
In Figure 3 is clearly shown the single eccentric for each explosion
chamber and the ignition timing commutator on the end of the half speed shaft.
A feature indigenous to all complete expansion gas engines is the
ability to cut out one or more explosion chambers while engine is running, en-
abling a change of an igniter, or the maintaining of a higher thermal efficiency
with light loads.
Figure 4 are diagrams taken from engine (Fig.5) running on about half
load. The fat diagrams were taken when operating as a single acting tandem,
and the lean diagrams when all four explosion chambers were in operation.
This eccentric driven valve motion has run for years without attention,
yet on account of commercial and industrial problems there are probably but few,
if any complete expansion gas engines in operation today. Steam turbines
Diesel oil engines, uniflow reciprocating steam engines the indicator diagrams
of which vary but little from the diagrams of a two cycle gas engine, and gas
engines approach so near each other in commercial efficiency, that to decide
which prime mover is test adapted for the conditions under which it is to be
installed, requires the judgment and consideration of one whose specialty is t
generation of power.
I
4 >( )
'•m « /
LIBRARY
Of THE
C. E. SARGENT.
OAS ENGINE.
APPLICATION PILED PEB. 8, 1911.
Patented Sept. 2, 1913.
COLUMBIA PLANOCJRAPH CO,, WASMtNUTON, D. C.
LIBRARY
OF THE
UN'VFRStTY OF ILLINOIS
C. E. SARGENT.
GAS ENGINE.
APPLICATION PILED FEB. 8, 1911.
1 072 366 Patented Sept. 2, 1913.
9 SHEETS— SHEET 2.
COLIJMfll* PLANCK) MA I'M CO. . WASMINOTON, O, C
HORARY
Of THE
UNWFRSiTY Of ILLINOIS
COLUMBIA PLANOdBAPH CO.. WAKHINOTON. n. C-
• J. >
LIBRARY
ILLINOIS
C. E. SARGENT.
GAS ENGINE.
APPLICATION PILED FEB. 8, 1911.
1,072,366.
Patented Sept. 2, 1913.
9 SHEETS— SHEET 4.
COU MBIA l-i i ■ n CO., WASHINGTON. D. C.
C. E. SARGENT.
GAS ENGINE.
APPLICATION TILED FES. 8, 1911.
1,072,366. Patented Sept. 2, 1913.
9 SHEETS— SHEET 5.
COLUMBIA I'LANOGRAPH CO., WASHINGTON. D. C.
LIBRARY
OF THE
UWVFRSiTv OF ILLINOIS
C. E. SARGENT.
GAS ENGINE.
APPLICATION FILED FES, 8, 1911.
1,072,366. Patented Sept. 2, 1913.
9 SHEETS— SHEET G.
COLUMBIA l . a r.l CO., WASHINGTON, D C
LI3HARY
OF THE
UNIVERSITY OF ILLINOIS
COLUMBIA PLANOOBAPM (,0., W A&HI MTOft . D C
LIBRARY
OF THE
UN'VFRSITY Of ILLINOIS
C. E. SARGENT.
GAS ENGINE.
APPLICATION PILED PEB.8, 1911.
1 072 366. Patented Sept. 2, 1913.
9 SHEETS— SHEET 8.
:)8
1,072,366.
C. E. SARGENT.
GAS ENGINE.
APPLIOATIOK FILED TLB. 8, 1911.
Patented Sept. 2. 1913.
9 SHEETS— SHEET 9.
COLUMBIA FUANOOHAPH CO., WASHINOTON. f>. C
UNITED STATES PATENT OFFICE
CHARLES E. SARGENT. OF CHICAGO, ILLINOIS.
GAS-ENGINE.
t',0T8;366; Specification of Letters Patent. Patented S<'|>1. 3, 1«>1.$.
Application filed February 8, 1911. Serial No. 607,258.
To all whom if may concern :
lie it known (hat [, ('haki.ks E. Sakoknt,
a citizen of the Unit States, residing at
Chicago, in the county of Cook and State
5 of Illinois, have invented a new and useful
Improvement in Gag-Engines, of which the.
following is a specification.
My invention relates to certain new and
useful improvements in a gas engine, and is
10 fully described and explained in the specifi-
cation and shown in the accompanying
drawings, in \n Inch :
Figure 1 is a transverse section through
my improved engine in the lino 1 of Figs.
15 2 and 17; Fig. 2 is a central longitudinal
section in the line 2 of Fig. 1 ; Fig. 3 is a lon-
gitudinal detailed section on the line 3 of
Fig. 1 ; Figs. 4, 5, (5 and 7, are radial sec-
tions through the valves in four different
20 positions, each view showing only half of
the valve. Fig. 8 is a horizontal section on
the line 8 of Fig. 1 ; Fig. 9 is a horizontal
section on the line 9 of Fig. 1 ; Fig. 10 is a
sectional view showing certain parts in a
25 plane indicated by the line 10 of Fig. 8; Fig.
11 is a top plan of the rocker; Fig. 12 is a
section on the line 12 of Fig. 11 through the
rocker; Fig. 13 is a section on the line 13
of Fig. 8 showing, however, certain ad-
30 ditional parts not illustrated in Fig. 8; Fig.
14 is a detailed section showing the cut-out
rod arrangement; Fig. 15 is a section
through the outlet-check valve of the dash-
pot ; Fig. 1G is a similar section through the
35 inlet-check valve of the dash-pot ; Fig. 17
is a horizontal section on the line 17 of Fig.
1 ; Fig. 18 is a vertical section on the line 18
of Fig. 1 ; Fig. 19 is a vertical section on the
line 19 of Fig. 18; Fig. 20 is a horizontal
40 section on the line 20 of Fig. 18; Fig. 21 is
a perspective view of the adjusting pin
shown in Figs. 18 and 20; Fig. 22 is a per-
spective view of the lower end of the valve-
sleeve and Fig. 23 is a perspective view of
45 the clip which cooperates therewith.
Referring to the drawings. 1 is a cylinder
which is shown as one cylinder of a double-
acting tandem engine, being divided by its
piston 2 into explosion spaces. The present
50 invention is independent of the particular
arrangement or number of cylinders and for
this reason it has not been deemed necessary
to illustrate the complete engine nor more
than one end of one of the cylinders in detail.
55 Tt will be understood, of course, that in a
double-acting tandem gas-engine there are
four explosion spaces, two for each cylinder,
and that the valve-mechanism at the opposite
ends of each cylinder are symmetrically ar-
ranged. The drawings illustrate the head- 60
end of that cylinder which is nearest to the
crank in the tandem engine. The cylinder
is mounted upon a hollow base which has at
its two ends and on the one side, gas-cham-
bers 3, and in its center an air-chamber 4. 65
The partition walls of (he hollow base are
cut away, as is the bottom thereof, to receive
at each end a cylindrical valve-cage 5, the
cylinder being provided at its bottom with a
port (J in line therewith. The base is pro- 70
vided with an exhaust opening 7 separated
from the remainder of the base by suitable
partitions, said opening communicating,
through a series of radial exhaust ports 8
in the valve-cage with the interior thereof. 75
The air-chamber communicates with the in-
terior of the valve-cage at a lower point
through air-ports 9 and the gas-chamber in
the base communicates therewith through
gas-ports 10 on the same plane as the open- 80
ings 9.
11 is a puppet-valve which seats on the
top of the valve-cage. It is secured to a stem
12 which extends downward entirely through
the valve-cage and out of the base of the 85
engine, being connected with other parts
which will be hereafter described.
13 is an annular exhaust valve which
tightly fits the interior of the valve-cage and
is provided with a peripheral groove adapt- 90
ed to register with the exhaust opening 8 to
open communication therewith as will pres-
ently be set forth. The lower face of the
puppet- valve 11 is provided with an annular
groove 14 immediately above the edge of the 95
annular-exhaust valve 13 into which groove
the upper edge of said exhaust valve is
adapted to fit. The exhaust valve is at-
tached to exhaust-valve rods 15 which ex-
tend downward from the valve-cage and are 100
adapted to be operated by other parts, pres-
ently to be described, for producing proper
vertical movements of the exhaust valve.
16 is an intake valve closing the air and
gas-ports and being in the form of a ring 105
secured to a valve-sleeve 17 concentric with
the puppet-valve stem 12.
Having thus described the form of the
valves, their ports and the stems by which
they are immediately operated, it is believed 110
that the description of the devices which
perform the movements of these parts can
a
1,072,366
best be understood if the required move- I
menta be firs! set out Figs. 4, 5, 0 and 7
illustrate the cycle of operation of these
parts. Pig. 7 shows (lie position which the
5 parts occupy during the working stroke.
The puppet-valve is seated, the exhaust
valve closes the exhaust port completely
and the intake valve covers the air and gas-
port.-. L'(i before the end of the working
io stroke the exhaust valve has moved up
enough to reach the position shown in Fig.
I. The continued upward movement of the
exhaust valve obviously raises the puppet,
parts taking tfte position shown in Fig.
15 5, which is occupied during the exhaust
stroke. Toward the end of the exhaust
troke the exhaust valve begins to fall but
in the meantime other devices operate on
the puppet-valve stem and tend to hold the
20 puppet up and simultaneously the sleeve to
rhich the intake valve is attached is ele-
vated so that the air and gas-ports are
. pened, (Fig. 6) the air and gas passing up
through the interior of the valve-cage,
25 through the center of the exhaust valve and
into the cylinder in an obvious manner.
This is the position which the parts occupy
during the intake stroke, but when the cut-
off point arrives the puppet and the sleeve
30 are relieved from their elevating mecha-
nism, suddenly drawn down, the parts then
assuming their normal positions, shown in
Fig. 7. which they maintain during the re-
mainder of the intake stroke, the compres-
36 -ion -troke and most of the working stroke
until the exhaust valve is again opened.
18 is a counter-shaft, driven in the usual
manner at half the speed of the crank-shaft.
It carries an eccentric 19 which, through
10 the medium of an eccentric rod 20, oscillates
a cam 21 pivoted upon a shaft 22 extending
longitudinally of the engine beneath the
valve-Cage and to one side of the center
thereof. The form of the cam 21 will be
45 I est understood by reference to Figs. 1, 8
and 9, in which it is shown respectively, in
side elevation, top plan and in horizontal
section below i's pivot, tt will be observed
Prom these drawings that it is bifurcated so
,o i i straddle the valve-stem and sleeves It
ha also, on the opposite side of its pivot
from tin- counter-shaft, n projection 23, the
i pj er face of which carries a steel plate 24.
immediately above the cam 21 and rest-
in:.' (hereon is a rocker 25 pivoted upon a
Lilt •_'<;. parallel to the shaft 22. and on
the opposite side of ;i valve stem therefrom.
This rocker 25 i- also bifurcated to straddle
the salve stem and sleeve, and Its configiirar
60 tion is best -hown in Figs. II and 12, which
illustrate it in top plan and in section. It
ha . projecting on the opposite side of its
-haft from the pivot of the cam 21 a teat
•_'7 having :i notch 2* adapted to be engaged
C;> by mechanism hereafter to be described for
cutting out a cylinder by holding an ex-
haust valve open. The exhaust valve-
stems 17) pass down through suitable guides
and are provided at their lower ends with
shoes 2D, which afford therefor pivotal bear- 70
ings in sockets provided for the purpose
near the free end of the rocker 25. The
construction thereof is obviously such that
the rotation of the counter shaft will pro-
duce periodical elevations of the exhaust 7r)
valve. Tn Fig. 1, the exhaust valve has
just reached a line and line position in its
closing movement, the counter shaft turn-
ing in a clockwise direction. Further move-
ments in the same direction lowers the toe 80
of the cam 21 and permits the exhaust valve
to reach its lowest position (Fig. 7). Dur-
ing that part of a revolution when the ec-
centric rod is still farther to the right than
in Fig. 1, the toe of the cam 21 would be 85
further elevated and the exhaust valve will
evidently be open (Fig. 5). This com-
pletes the description of the exhaust valve
operation except for the mechanism for
holding it permanently open to cut out a ,)0
cylinder. This is accomplished through the
medium of a finger 30, which can be swung
to the left to engage the teat of the rocker
to hold it permanently elevated. The fin-
ger 30 is operated by hand in conjunction 95
with mechanism for preventing the opening
of the intake valve, and the finger-operating
mechanism will presently be described in
connection with the intake-valve mecha-
nism. 100
Journaled upon the shaft 22 is a yoke 31
(Figs. 1 and 8). This yoke is provided with
a barrel 32 and two ears 33 which surround
the shaft 22. Journaled in the barrel of the
yoke is a cut-off shaft 34 which has at its 105
two ends upwardly - projecting fingers 35
and 35a, and has secured to its center a hook
36 which is adapted to engage the steel-
plate 2 I and carried by the projection of the
cam 21. A spring, 37 surrounds the cut-off no
shaft and tends to rotate it clockwise. The
yoke has projecting backward, (that is away
from the valve-stem) a pair of ears 38 sup-
porting a link 39 which extends downward
and is pivotally attached to the free end of 115
a lever of the second order. This lever con-
sists of two side-bars 40 pivoted at their
ends to a bracket 41 and supporting pivot-
ally between their ends a clip 42 (Figs. 9
and 23). The clip 42 has two studs 42a 120
which enter perforations in the side-bars 40
of the lever, and its center slips over and
fits upon a flat portion 43 of the valve-
sleeve 17 attached to the intake valve. The
studs 42a also serve as pivotal supports for 125
downwardly extending links 44 which carry
a cup 45 through which passes the valve-
stem 12. The cup 45 carries a fiber or raw-
hide bushing 40 which engages with a coni-
cal collar 47 fast on the valve-stem 12 near 130
1,072,300 3
its lower ond. Below the collar IT, the
valve stem 1$ is connected with a piston is
which runs in a dash-pot 19 provided with
intake plate ami exhaust valves 50 and 61
5 respectively, whoso construction is shown in
detail in Figs. 15 and 1(1. These valves are
sot so that (ho valve-stem and puppet neces*
, sarilv rise against a considerable suet inn hut
nevertheless enough air is let into the dash-
10 pet by the valve 50 to cushion the I'all or
the puppet slight 1\ . the opening of the dash-
pot exhaust valve 51 being adjusted as to
cause the necessary cushioning to occur.
The lever comprised of the two side-bars 40
15 is connected by a link 52 to a gag-pot plun-
ger 53 running in a gag-pot 54 at the bot-
toni of which is an adjustable exhaust valve
like that illustrated in Fig. 15. This dash-
pot has. adjacent to one side, a cylindrical
20 chamber 58 having a series of spirally ar-
ranged perforations 50 opening into the
gag-pot and a longer perforation 57 open to
the atmosphere. An adjusting rod 58 cut
away on one side is rotatably secured in the
25 vertical chamber adjacent to the gag-pot
and by its rotation the perforations 56 can
be successively closed beginning at the bot-
tom. This construction is such that the
gag-pot plunger will fall freely to the level
30 of the lowest perforation 56 which is un-
covered and afterward its descent will be
cushioned. By turning the rod 58, the
point at which the cushioning begins can be
varied.
35 The construction has now been sufficiently
described that the general mode of operation
can readily be understood although certain
parts still remain to be described. In Fig.
1 the parts are just at the end of the exhaust
40 stroke and the commencement of the intake
stroke. The exhaust valve has been open
and is moving down, the puppet-valve is
falling and the intake valve has just begun
to rise. For purposes of convenience in de-
45 scription, I have designated three angular
positions of the eccentric represented by the
letters A, B and C. The position A is that
which the eccentric occupies in Fig. 1. As
the parts advance on the suction stroke, the
50 eccentric traveling clockwise 'from the po-
sition A, and permits the cam 21 to descend
so that the top of the exhaust valve becomes
flush with the top of the valve-cage as shown
in Fig. 6. In the meantime the hook 36 on
55 the yoke 32 has engaged with the steel plate
24 on the projection 23 of the cam 21 so
that the clockwise movement of the cam as
its toe descends raises the yoke 31 thus
drawing up the lever which consists of the
60 two side-bars 40 and raising the intake valve
to admit air and gas. The rise of the two
side-bars 40 of the lever draws up the cup
45 through the medium of the links 44 until
the raw-hide gasket or bushing in said cup
65 engages the collar 47 at the lower end of the
I valve stem 12 so as to raise (he same. The
movements ape so timed that the puppet-
valve does not scat from the t ime t he exhaust
valve raises ii because just as the exhaust
VialvtB commences to descend, the cup I I com- 7()
inencos to rise thus catching (he puppet-
valve in ils descent and again elevating i(.
While (la- ecoentoic is advancing from the
point A lo (he point 15 (which is the latest
point at which the cut off can occur), the 7r>
intake is open, unless sooner effected by the
govern* r operation hereafter to he described.
I'ndcr all conditions the hook 36 will he dis-
engaged from the steel plate carried by (he
cam 21 at points depending on the governor go
position and whenever (he disengagement is
effected the yoke, the side-bars 40 forming
the, lever, the intake valve and the puppet
wil! all tail together making a sudden cut-
oil', (he final movement of said parts being g.5
cushh ned in the manner already set forth.
From the time the eccentric reaches the point
B. the intake, puppet and exhaust valves will
remain in their normal positions until the
eccentric reaches the point C, at which time 93
(lie toe of the cam -21 will begin to rise to
such an extent as to elevate the exhaust
valve and puppet. The exhaust valve will
he open until the point A is reached, which
is that point illustrated in Fig. 1. As 95
already set forth the exhaust opens 20° be-
fore the end of the working stroke and it
closes exactly at the end of the exhaust
stroke. It is therefore open 200° of the
crank-shaft or 100° of the counter-shaft, and 100
the arc A— C is thus 100°. The intake valve
may be open the entire intake stroke or 180
degrees of the crank-shaft and 90° of the
counter-shaft and the arc A — B is therefore
90°. The arc B— C represents 340° of the 105
crank-shaft, that is. full turns less 20°, and
it is therefore of 170°. It will, of course, be
understood that the operation of the gov-
ernor, as it disengages the hook on the yoke
from the projection on the cam, will vary 110
the point between A and B at which the cut
off actually occurs, the point B being that
point at which the intake stroke ceases and
at or before which the cut off must occur
and the valve be closed. 115
Turning now to the method of governing,
60 is an arm pivoted to the shaft 22 at one
end thereof and carrying a fiber block 61
(Fig. 10) which is adapted to engage the
finger 35 on the end of the cut-off-shaft 34 120
carried by the yoke 32. It will he evident
that as the yoke swings up (carried by the
engagement of the hook 36 with the steel-
plate on the cam) the finger 35 will engage
the fiber block 61 at varying points depend- 125
ing upon the position of the arm 60. The
farther the arm is to the left as shown in
Fig. 10 the earlier the engagement. When
the finger engages the block it will obviously
rotate the shaft 34 backward relative to the 130
4
1,072,366
yoke ami disengage the hook 36 from the
cam, permitting the cut-oil to occur. The
arm f.o i- c« niic 'U'd to the governor and, by
arranging the lever connection to the goy-
5 er&Or the arm 60 <an he made to shift in
either direction as the engine speeds up,
thus making the cut off either earlier or
lain-. One common method of governing
engines its simply to make the cut off later
10 as the load increases and to make the cut
oil' earlier a- the load decreases. Were it de-
sired to use the present construction in con-
nection with that method of governing, the
governor would be arranged to shift the
15 arm <".() to the left in Fig.'lO as the engine
increased in speed. I prefer, however, to
USB another system of governing which I
have devised. The constant mixture cycle
ol governing which has just been mentioned
20 is that most commonly used. It has the dis-
advantage that as the load gets very light
the charge becomes attenuated so that the
compression becomes greatly reduced, the
efficiency decreases and the cushion neces-
25 sary to overcome the inertia of the recipro-
cal in B | mi ls in the engines of a high piston
speed is destroyed. Another well-known
ay stem is the constant compression method
in which the air-supply is maintained con-
30 stant. and the fuel content is decreased as
the load get- lighter. This method provides
a constant cushion for all loads, but with it
the mixture frequently becomes so attenu-
ated that it fails to explode and not only
35 allows unburn! gases to pass into the exhaust
I >u I creates irregular impulses and a poor
turning moment. My present system of gov-
erning accomplishes the desirable results of
both these systems without the disadvantages
40 of either.
<>2 indicates a rock-shaft operated by a
governor 63 through a lever system of the
ordinary sort connected in such a way that
the shaft 62 turn- counter clockwise as the
45 engine Speeds lip. The rock-shaft 62 is pro-
vided with a radial arm 64 connected by a
link 66 with the arm 60 so that as the engine
liptodfl tip the arm 60 LB moved to the right,
thus making the cut-off later. The gas in-
60 take tp the gas space 8 in the base of the
engine is controlled by a butterfly valve 66,
connected by a link <>7 with a second radial
arm 68 on the rook-shaft 62, This connec-
l ion i- such that, a- the shaft 62 rotates
H counter clockwise, the butterfly valve will
Im' gradually closed. The parts are so ad-
justed that at the maximum load and about
•'J cut off the compression is as high as is
commercial without premat uring, when the
00 mixture <jri\e- the best COmbustlOt] and the
highest mean effective pressure. Under
these conditions there is a certain density of
the jjas and air molecules which can not be
exceeded on account of the dangers of a pre-
ss mature explosion caused by the heat of
higher compression. It is well known that
the weaker the mixture, the higher the com-
pression may be without premature explo-
sions and it is (his fact of which I take ad-
vantage in my system of governing* As the 70
engine speeds up, gas and air are admitted
until a later point, so that the compression is
increased, but simultaneously the gas con- ,
tent is decreased to such an extent as to pre-
vent a premature explosion and yet not so 75
fast as to prevent proper ignition. As a re-
sult, high efficiency and low mean effective
pressure is obtained. If, for instance, a mix-
ture giving the highest mean effective pres-
sure at § cut off is used and the butterfly so
valve is so arranged that at 100 per cent,
cut off just enough gas will be admitted to
run the engine at full speed without a load
the consumption curve per brake horsepower
will be much flatter than in engines using &g
any of the ordinary types of governing. As-
suming, for instance, a § cut off with a clear-
ance which would, at that cut off, give a com-
pression of 134 pounds absolute pressure, then
with I cut off we will get a compression of 90
190 pounds absolute; and with 100 per cent,
cut off a compression of 234 pounds. Now,
assuming that it is desired to maintain the
same density of the gas-content at the time
of explosions, and this is an important fac- 95
tor in determining whether or not there will
be pre-ignition, we find the requirements to
be as follows: — If, at % cut off 13£ pounds
absolute compression and 240° Fahrenheit
temperature, a cubic foot of mixture con- 100
tains 43 British thermal units, then at J cut
off, other conditions being the same, only 37
British thermal units per cubic foot would
be required to get the same density of fuel con-
tent when compressed, and at 100 per cent. 105
cut off only 32 British thermal units would be
required to get the same density of compres-
sion. The fuel content could therefore be
decreased in accordance with these ratios
without getting pi',:-ignition. It could even 110
he decreased faster because under greater
compression a still weaker mixture will burn
on account of the extra heat of the higher
compression. The gas may thus be dimin-
ished in a more rapid ratio than the com- 115
pression rises and still get a burnable mix-
ture at all loads and speeds. It will be ob-
vious that this system of governing with its
higher compression and its perfectly regular
explosions is superior to either of these ]20
heretofore mentioned.
When it is desired to cut out a single cyl-
inder for the purpose of changing spark-
plugs or for other purposes, the mechanism
illustrated more particularly in Fig. 13 is 125
made use of. On the opposite end of the
shaft 22 from the arm 60 is pivoted another
a 1111 70 carrying a fiber block 71 in position
to be engaged by the, finger 35% which, like
the linger 35 is attached to the cut off shaft 130
l,O7U,30(3
o 41
31. The arm To is connected to a link 72
:il (ached to the end of an arm 73 which is
operable by «, hand lever 74 provided with a
notch 7."> adapted to engage a bracket 70. In
5 its norma] position the arm 70 is held back,
the notch 7r> engaging with a bracket 70.
When it is desired to cut out a cylinder the
arm is permitted to move to the left, as
viewed in Fig. 13, with the result that the
io finger 35" engaged therewith so early as no)
to open the intake valve at all. The link 72
engages the rut cut finger 30 so that when
the link moves to the left, it lets the cut out
finger engage with the teat 27 of the rocker
15 2.3 thus holding the exhaust valve perma-
nently open so that no compression takes
place in the cylinder. It is obvious that re-
traction of the hand-lever 74 will restore
ether parts to their operative position.
2o I realize that considerable variation is
possible in the details of the construction,
without departing from the spirit of my in-
vention; therefore I do not intend to limit
myself to the specific form herein shown
25 and described.
What I claim as new and desire to secure
by Letters Patent, is —
1. In a gas-engine, a cylinder, a piston
movable therein, an intake-valve, a rocking
30 member, means for oscillating said rocking
member regularly once for each two recip-
rocations of the piston, intake-valve operat-
ing means, releasable connections between
the intake- valve operating means and the
35 rocking member whereby the oscillations
of the rocking member will operate the in-
take-valve, means for releasing said con-
nections, and means for returning the in-
take-valve to closed position upon release
40 °f the connections, an exhaust-vaive, con-
nections between the same and the rocking
member whereby the oscillations of the
rocking member wdl operate the exhaust-
valve.
45 2. In a gas-engine, a cylinder, a piston
movable therein, an intake-valve, a rocking
member, means for oscillating said rocking
member regularly once for each two recip-
rocations of the piston, intake-valve operat-
50 ing means, releasable connections between
the intake-valve operating means and. the
rocking member whereby the oscillations
of the rocking member will operate the in-
take-valve, means for disengaging said con-
55 nections, a dash-pot and a piston therein |
and connections between the piston and the
intake-valve for closing the same upon re-
lease of the connections, an exhaust-valve
and connections between the same and the
60 rocking member wherebv the oscillations of
the rocking member will operate the ex-
haust-valve.
3. In a gas-engine a cylinder, a piston
movable therein, an intake and an exhaust-
65 valve, a rocking member, means for oscillat- !
ing said rocking ...ember regularly once for
each two reciprocations of the piston, in
take valve operating means, releasable con
nections between the intalte-valve operat-
ing means and the rocking member 70
whereby the oscillations of the rock-
ing member will operate the intake-valve,
means for disengaging said connections,
mean.-- lor returning the intake-valve to
closed position upon release of the con- 75
nections. and a puppet-valve covering both
the intake and exhaust-valves and adapted
to be open w hile each of said valves is open.
4. In a gas-engine a cylinder, a piston
movable therein, an intake and an exhaust- g0
valve, a rocking member, means for oscil-
lating said rocking member once for each
two reciprocations of the piston, intake-
valve operating means, releasable connec-
tions between the intake-valve operating g5
means and the rocking member whereby the
oscillations of the rocking member will op-
erate the intake-valve, means for disengag-
ing said connections, a dash-pot and a pis-
ton therein, connections between the piston 90
and the intake-valve for closing the same
upon release of the connections, and a pup-
pet-valve covering both the intake and ex-
haust-valves and adapted to be open while
each of said valves is open. 95
5. In a gas-engine a cylinder, a piston
movable therein, an intake-valve, a rocking
member, means for oscillating said rocking
member regularly once for each two recipro-
cations of the piston, intake-valve operating 100
means, releasable connections between the
intake-valve operating means and the rock-
ing member wherebv the oscillations of the
rocking member will operate the intake-
valve, means for disengaging said connec- 105
tions, means for returning the intake-valve
to closed position upon release of the con-
nections, an exhaust-valve, connections be-
tween the same and the rocking member
whereby the oscillations of the rocking mem- no
ber will operate the exhaust-valve, and a
puppet-valve covering both the intake and
exhaust-valves and adapted to be open while
each of said valves is open.
6. In a gas-engine a cylinder, a piston 115
movable therein, an intake-valve, a rocking
member, means for oscillating said rocking
member once for each two reciprocations of
the piston, intake- valve operating means,
releasable connections between the intake- 120
valve operating means and the rocking mem-
ber whereby the oscillations of the rocking
member will operate the intake-valve, means
for disengaging said connections, a dash-pot
and a piston therein, connections between 125
the piston and the intake-valve for closing
the same upon release of the connections,
an exhaust-valve and connections between
the same and the rocking member wherebv
the oscillations of the rocking member will 130
1,072,366
operate 1 1 ■ • - exhaust valve, and b puppet-
ralve covering 1 »< >t 1 1 tbe intake and exhaust-
valve- and adapted to be open while each of
said valves is open.
5 7. In a gas-engine a cylinder, a piston
in ivable therein, an intake and an exhaust-
ed \<\ a rocking member, means for oscil-
lating -aid rocking member regularly once
for each two reciprocations of the piston,
10 intake-valve operating means, releasahle
connections hot ween the intake-valve op-
erating means and the rocking memher
whereby the oscillations of the rocking
member will operate the intake-valve, means
15 for disengaging said connections, means for
returning the intake-valve to closed position
i pon release of the connections, a puppet-
valve covering both the intake and exhaust-
valves and arranged to he engaged and
20 < pened by the exhaust-valve, means oper-
ated by the intake-valve operating means
for holding the puppet open during the
opening (,t the intake-valve and means for
closing the puppet when the connections are
25 released.
8. In a gas-engine, a cylinder, a piston
movable therein, an intake and an exhaust-
ealve, a rocking member, means for oscillat-
ing said rocking memher once for each two
30 reciprocations o? the piston, intake-valve op-
erating means, releasable connections be-
tween the intake-valve operating means and
the rocking member whereby the oscilla-
tion of the rocking memher Will operate the
35 intake-valve, means for disengaging said
connections, a dash-pot and piston therein,
connections between the piston and the in-
take-valve for closing the same upon re-
lease of the connections, a puppet-valve
40 covering both the intake and exhaust-valves
and arranged to be engaged and opened by
the exhaust- valve, means operated by the
intake valve operating means for holding
the pUppet open during the opening of the
45 Intake- valve, and means for closing the pup-
pet when the connections are released.
I». In a gas-engine a cylinder, a piston
movable therein, an intake-valve, a rocking
i tember, means for oscillating said rocking
:,D member regularly once for each two recip-
rocations 01 the piston, an intake-valve, in-
take -valve operating means, releasable con-
nections between the intake-valve operating
meant and the rocking member whereby the
55 oscillations of the rocking member will op-
erate the intake valve, means for disengag-
ing -aid connections, means for returning
the intake valve to closed position upon re-
let e of the connections, an exhaust-valve,
connections between the same and the rock-
ing meml er whereby the oscillations of the
pocking member will operate the exhaust-
Valve, ;i puppet-valve covering both the in-
take and the exhaust- valves and arranged
65 to be engaged and opened by the exhaust-
valve, means operated by the intake-valve
operating means for holding the puppet
open during the opening of the intake-valve
and means for closing the puppet when the
connections are released. 70
10. In a gas-engine a cylinder, a piston
movable therein, an intake-valve, a rocking
member; means for oscillating said recking
member once for each two reciprocations of
the piston, intake-valve operating means, 75
releasable connections between the intake-
valve operating means and the rocking mem-
I er whereby the oscillations of the rocking
member will operate the intake valve, means
for disengaging said connections, a dash- go
pot and a piston therein, connections be-
tween the piston and the intake-valve for
( losing the same upon release of the connec-
tions, an exhaust-valve and connections be-
tween the same and the rocking member 35
whereby the oscillations of the rocking mem-
ber will operate the exhaust-valve, a pup-
pet-valve covering both the intake and the
exhaust-valve and arranged to be engaged
and opened by the exhaust-valve, means op- 90
crated by the intake-valve operating means
for holding the puppet open during the
opening of the intake-valve and means for
(dosing the puppet when the connections
are released. 95
11. In combination a cylinder and a pis-
ton therein, a valve-cage opening into the
cylinder, exhaust and intake-ports entering
the valve-cage, annular exhaust and intake-
valves normally covering said ports and in- 100
dependently movable to uncover the same
and means for successively operating said
valves.
12. In combination a cylinder and a pis-
ton therein, a valve-cage opening into the 105
cylinder, exhaust and intake-ports entering
the valve-cage, annular exhaust and intake-
valves normally covering said ports and in-
dependently movable to uncover the same
and means for successively operating said no
valves, and a puppet closing the valve-cage
and adapted to be opened during the open-
ing of each of said valves.
L8. Tn Combination a cylinder and a pis-
ton therein, a valve-cage opening into the 115
cylinder, exhaust and intake-ports entering
the valve-cage, annular exhaust and intake-
valves normally covering said ports and in-
dependently movable to uncover the same
and means for successively operating said 120
valves, and a puppet closing the valve-cage
and adapted to be lifted by the exhaust-
valve in its movement.
14. In combination a cylinder and a pis-
ton therein, a valve-cage opening into the 125
cylinder, exhaust and intake-ports entering
the valve-cage, annular exhaust and intake-
valves normally covering said ports and in-
dependently movable to uncover the same,
means for successively operating said valves, 130
1,072,300
•7
;i puppet closing the valve-cage and adapted
to be li fted by the exhaust valve in its nunc
ment, and mechanism for holding the pup-
pet open while the intake-valve is open.
5 In combination n cylinder and a pis-
ton therein, a valve-cage opening into the
cylinder, exhaust and intake-ports entering
the valve cage, an annular exhaust - valve
having a peripheral groove normally clos-
10 iwg said exhaust-port and arranged when
raised above the level of the valve-cage to
open communication through said groove
Prom said exhaust-port to the cylinder, an
annular intake-valve normally covering the
15 intake-port and movable independently of
the exhaust-valve, and means for succes-
sively operating said valves.
H>. In combination a cylinder and a pis-
ton therein, a valve-cage opening into the
20 cylinder, exhaust and intake-ports entering
the valve-cage, an annular exhaust - valve
having a peripheral groove normally clos-
ing said exhaust-port and arranged when
raised above the level of the valve-cage to
25 open communication through said groove
from said exhaust-port to the cylinder, an
annular intake-valve normally covering the
intake-port and movable independently of
the exhaust-valve, and means for sucees-
30 sively operating said valves, and a puppet
closing the valve-cape and adapted to be
opened during the opening of each of said
valves.
17. In combination a cylinder and a pis-
35 ton therein, a valve-cage opening into the
cylinder, exhaust and intake-ports entering
the valve - cage, an annular exhaust - valve
having a peripheral groove normally clos-
ing said exhaust-port and arranged when
40 raised above the level of the valve-cage to
open communication through said groove
from said exhaust-port to the cylinder, an
annular intake-valve normally covering the
intake-port and movable independently of
45 the exhaust-valve and means for succes-
sively operating said valves, and a puppet
closing the valve-cage and adapted to be
lifted by the exhaust- valve in its movement.
18. In combination a cylinder and a pis-
50 ton therein, a valve-cage opening into the
cylinder, exhaust and intake-ports entering
the valve-cage, an annular intake-valve nor-
mally covering the intake-port and movable
independently of the exhaust-valve, means
55 for successively operating said valves, a pup-
pet closing the valve-cage and adapted to
ho lifted by the exhaust valve in its move-
ment, and mechanism for holding the pup-
pet open while the intake-valve is open.
60 19. In combination a cylinder and a pis-
ten iiKvable therein, an exhaust-valve, an
intake-valve, a toe-cam, means for rocking
the tee*eana', operating mechanism between
the toe-cam and the exhaust-valve, intake-
05 valve operating means, a releasable connec-
tion between the i lit a lie • \ a I \ e operating
means and the ti e earn, means ti V releasing
said connection and means for dosing the
intake -valve npon the release of said con-
nection, fa
BOi In combination a cylinder and a pis-
ton movable therein, an exhaust-valve, an
intake-valve, a toe-cam. means for rocking
the toe cam. operating connections between
the toe-cam and the e.\haust-\ alvo. intake- 75
valve operating means. 11 releasahle connec-
tion between the intake-valve operating
means and the toe-cam. means for releasing
said connection, means for closing the in-
baJte-valve upon the release of said eennee- go
tion and a puppet inclosing both of -aid
valves and adapted to be open while each is
open.
21. In combination a cylinder and a pis-
ton movable therein, an exhaust- valve, an 35
intake-valve, a toe-cam. means for rocking
the toe-cam, operating connections between
the toe-cam and the exhaust-valve, intake-
valve operating means, a releasable connec-
tion between the intake - valve operating 90
means and the toe-cam, means for releasing
said connection, means for closing the in-
take-valve upon the release of said connec-
tion, and a puppet-valve covering both the
intake and exhaust-valves and arranged to 95
be engaged and opened by the exhaust-valve,
means operated by the intake-valve operat-
ing means for holding the puppet open dur-
ing the opening of the intake-valve and
means for closing the puppet when the con- 100
nections are released.
22. In combination, a cylinder and a pis-
ton movable therein, an exhaust-valve, an
intake-valve, a toe-cam. means for rocking
the tee-cam. operating connections between 105
the toe-cam and the exhaust-valve, a pivot-
ed member, a hook carried thereby and
adapted to engage the toe-cam, governor
operated means for releasing the hook, con-
nections between the pivoted member and no
the intake-valve and means for closing the
intake-valve upon the release of the hook.
23. In combination a cylinder and a pis-
ton therein, a valve-cage opening into the
cylinder, intake and exhaust-ports entering 115
the valve-cage, annular exhaust and intake-
valves normally covering said ports and in-
dependently movable to uncover the same,
a toe-cam and means for rocking the same,
connections between the toe-cam and the ex- 120
haust-valve, a pivoted member, connections
between the same and the intake -valve, a
hook carried by the pivoted member and
adapted to engage the toe-cam, and means
for closing the intake-valve when said hook 125
is released, and governor operated means fcr
effecting the release of said hook.
24. Tn combination a cylinder and a pis-
ton movable therein, a valve-cage opening
into the cylinder, intake and exhaust-valve 130
purls entering lit*' valve-cage, imnular in- i
take :in<l exhaust valves independently mov-
able in lit*' valve-cage, a toe-cam, means for
rooking the toe-cam, means for connection
5 between the toe-cam and the exhaust-valve,
a pivoted member, connections between the
pivoted member and the intake-valve, a hook
carried by -aid pivoted member and adapted
to engage the toe- cam, governor operated
10 means for disengaging the hook from the
toe-cam. a puppet-valve covering the valve-
cage and adapted to be engaged by the ex-
haust-valve and opened thereby, means
movable with the intake-valve for engaging
15 the puppet It) hold the same open, a dash-pot
and a piston movable therein connected to
sa id puppet whereby upon the release of said
hook the puppet will be drawn down and
will draw with it said intake-valve.
20 25. In combination a cylinder and a pis-
ton movable therein, a cylindrical valve-cage
opening into the cylinder, exhaust and in-
take-ports in the valve-cage, annular exhaust
and intake-valves independently movable in
25 the valve-cage to cover and uncover said
ports, a toe-cam and means for rocking the
same, Connections between the toe-cam and
the exhaust-valve, a puppet-valve closing
the valve-cage and arranged to be engaged
30 ami opened by the exhaust-valve, means for
(dosing the puppet-valve when released, in-
take valve-operating means, a releasable con-
nection between the toe-cam and the intake-
valve operating means, means for releasing
35 said connection to permit the intake-valve
to be closed, and means of engagement be-
tween the intake-valve and the puppet-valve
operating to limit the upward movement of
the intake-valve relative to the puppet
•10 whereby upward movement of the intake-
valve raises the puppet and the fall of the
puppet closes the intake-valve but whereby
also the puppet may rise without the intake-
valve.
45 26. In combination a cylinder and a pis-
t< n movable therein, a cylindrical valve-cage
opening into the cylinder, exhaust and in-
take porta in the valve-cage, annular exhaust
and intake-valve- independently movable in
60 the valve-cage to cover and uncover said
ports, a lot -cam and means for rocking the
same, connections between the toe-cam and
the exhaust-valve, a puppet-valve closing
the valve Oftge and arranged to be engaged
66 and opened by the e \ I m i ist - va I ve, a dash-
pi 1. :i piston therein connected to the puppet
to dose llic same, intake valve operating
menus, a releasable connection between the
toe-cam and the intake- valve operating
co taeans, means for releasing said connection
to permit the intake-valve to be closed, and
meant of engagement between the intake-
valve and the puppet valve operating to
limit the upward movement of the intake?
66 valve relative to the puppet whereby up-
,366
ward movement of the intake-valve raises
the puppet and the fall of the puppet closes
the intake-valve but whereby also the pup-
pel may rise without the intake-valve.
27. In combination a cylinder and a pis- 70
ton movable therein, a cylindrical valve-cage
opening into the cylinder, exhaust and in-
take-ports in the valve-cage, annular exhaust
and intake-valves independently movable in
the valve-cage to cover and uncover said 75
ports, a toe-cam and means for rocking the
same, connections between the toe-cam and
the exhaust-valve, a puppet-valve closing the
valve-cage and arranged to be engaged and
opened by the exhaust-valve, means for clos- 80
ing the pup pet-valve when released, intake-
valve operating means, a pivoted yoke con-
nected to the intake- valve to raise the same,
a hook carried by the yoke and adapted to
engage the toe-cam, a governor, means mov- 85
able by the governor for releasing the hook,
and means of engagement between the in-
take-valve and the puppet-valve operating
to limit the upward movement of the. intake-
valve raises the puppet and the fall of the 90
puppet closes the intake-valve but whereby
also the puppet may rise without the intake-
valve.
28. In combination a cylinder and a pis-
ton movable therein, a cylindrical valve-cage 95
opening into the cylinder, exhaust and in-
take-ports in the valve-cage, annular ex-
haust and intake-valves independently mov-
able in the valve-cage to cover and uncover
said ports, a toe-cam and means for rocking 100
the same, connections between the toe-cam
and the exhaust-valve, a puppet-valve clos-
ing the valve-cage and arranged to be en-
gaged and opened by the exhaust-valve,
means for closing the puppet-valve when re- 105
leased, intake-valve operating means, a re-
leasable connection between the toe-cam and
the intake-valve operating means, means for
releasing said connection to permit the in-
take-valve to be closed, means of engage- 110
ment between the intake- valve and the pup-
pet-valve operating to limit the upward
movement of the intake-valve relative to the
puppet whereby upward movement of the
intake-valve raises the puppet and the fall 115
of the puppet closes the intake-valve but
whereby also the puppet may rise without
the intake-valve, and means for cushioning
the fall of the intake-valve.
29. In combination a cylinder and a pis- 120
ton movable therein, a cylindrical valve-
cage opening into the cylinder, exhaust and
intake-ports in the valve-cage, annular ex-
haust and intake-valves independently mov-
able in the valve-cage to cover and uncover 125
said ports, a toe-cam and means for rocking
the same, connections between the toe-cam
and the exhaust-valve, a puppet-valve clos-
ing the valve-cage and arranged to be en-
gaged and opened by the exhaust-valve, a 130
1,072,300 »
dash-pot, :i piston therein connected to the
puppet to close the same, intake-valve oper-
ating means, a releasable connection between
the coe-cara and the intake-valve operating
r> moans, means for releasing said connection
to permit the intake-valve t<> be closed)
means of engagement between the intake-
valve and the puppet-valve operating to
limit the upward movement <d' the intake-
10 valve relative to the puppet whereby up-
ward movement of the intake-valve raises
the puppet and the fall of the puppet closes
the intake-valve hut whereby also the pup-
pet may rise without the intake-valve, and
15 means for cushioning the fall of the intake-
valve.
30. In combination a cylinder and a pis-
ton movable therein, a cylindrical valve-
cage opening into the cylinder, exhaust and
20 intake-ports in the valve-cage, annular ex-
haust and intake-valves independently mov-
able in the valve-cage to cover and uncover
saiu ports, a toe-cam and means for rocking
the same, connections between the toe-cam
25 aim the exhaust-valve, a puppet-valve clos-
ing the valve-cage and arranged to be en-
gaged and opened by the exhaust-valve,
means for closing the puppet-valve when re-
leased, intake-valve operating means, a piv-
30 oted yoke connected to the intake-valve to
raise the same, a hook carried by the yoke
and adapted to engage the toe-cam, a gov-
ernor, means movable by the governor for
releasing the hook, means of engagement
35 between the intake-valve and the puppet-
valve operating to limit the upward move-
ment of the intake-valve relative to the pup-
pet whereby upward movement of the intake-
valve raises the puppet and the fall of the
40 puppet closes the intake- valve but whereby
also the puppet may rise without the intake-
valve, and means for cushioning the fall of
the intake-valve.
31. In a gas-engine a cylinder and a pis-
ton movable therein, means for supplying a 45
gaseous mixture to the cylinder, means for
gradually increasing the quantity of mixture
and for gradually decreasing the gaseous
content of tlie mixture as (lie speed of the
engine increases. 50
■Y2. In a gas engine a cylinder and a pis-
ton movable therein, an intake-valve, means
for supplying a gaseous mixture to the in-
take-valve, means for varying the time of
closing the intake-valve, and means for 55
gradually delaying the time of closing the
intake-valve and for gradually decreasing
the gaseous content of the mixture as the
speed of the engine increases.
33. In combination a cylinder having in- 60
take and exhaust-ports and a piston mov-
able therein, a governor, a device for gradu-
ally varying the proportion of the mixture
drawn into the engine, a device for gradually
varying the quantity of mixture drawn into 65
the engine, means connecting said devices
with the governor to actuate the same there-
by, so as to decrease the gaseous content of
the mixture and increase the quantity of
the mixture as the speed of the engine in- 70
creases.
34. In combination a cylinder having in-
take and exhaust-ports and a piston movable
therein, a governor, a device for gradually
varying the proportions of the mixture 75
drawn into the engine, a device for gradually
varying the point of closing of the intake-
valve, means connecting said devices with the
governor to actuate the same thereby, so as to
gradually decrease the gaseous content of 80
the mixture and cause a later and later clos-
ing of the intake-valve as the speed of the
engine increases.
CHARLES E. SARGENT.
In the presence of —
A. N. Thorien,
R. A. Raymond.
Copies of this patent may be obtained for five cents each, by addressing the " Commissioner of Patents,
Washington, D. C"
4.'3
PR0BLEL1 IV.
}
PROBLEM
IV.
To perfect a mechanism for starting internal combustion engines with
compressed air, which is automatically thrown out of commission when air is turn-
ed off, and into commission when air is turned on, and which can only wear when
engine is starting.
7.HY NECESSARY .
Internal combustion engines, unlike water wheels, windmills and steam
engines which get their moving element from an outside source, must be started
before they can fulfill their function as prime movers. Small engines of this
type are started by hand, by electric motors and by explosions of gunpowder or
gas, but large engines whose mechanical friction may equal 1000 B.H.P.,to be
commercial, must be equipped with a starting device absolutely reliable and of
small cost.
Compressed air seems to be the best and only satisfactory medium for
large units. It can be stored in tight tanks indefinitely, is ready for use
at any time, and can be compressed by a hand started engine, using generally the
same fuel as the prime mover which it ultimately starts.
'■Vhile the tandem double-acting gas engine shown in Figure 1, Problem 1,
was started on the Lenoir cycle by giving the pulleys a half turn, it was also
equipped for starting with compressed air, and a broad claim covering this prin-
ciple was granted to the author at that time (Specifications #783983, Claim 3).
In order to start this engine with air, gas and suction pipes are
closed to one cylinder, lay shaft for this cylinder is shifted to the Lenoir
cycle, and compressed air is admitted around the piston cutoff valve (Specifi-
cations 7=752303, Problem 2), which admits air under pressure to the cylinder
40
five-eights of the piston travel for every stroke. As soon as the second
cylinder operates as a gas engine, air is cut off, lay shaft shifted back and
valves opened. Eight operations are necessary where there should be but one.
In order to eliminate the opening and closing of valves and the ex-
pense of purchasing them (not inconsiderable when for 10" and 12" pipe) two
starting valves (Fig.l), one for each end of head end cylinder were designed,
for the details of which see Figure 2, in Specifications #1061249. Normally
these valves are out of commission — the spring Xs holding the roller away
from the cam D, and the spring J holding the valve I closed to the cylinder A.
While this mechanism y&s thrown into commission when compressed air
was turned on, eliminating six of the eight operations, the device was only
adapted for an engine having automatic suction valves, as air was admitted during
both the working and suction stroke.
FINAL SOLUTION.
The final solution of this problem (Fig. 3) shows a detail of the me-
chanism involved. This is applicable to any four cycle gas engine having
from one to eight explosion chambers. Air pressure is admitted during the
working stroke flowing in as soon as the piston starts away from compression and
follov/s to any predetermined point of the stroke.
A represents the inside wall of a cylinder or the outside wall of an
explosion chamber; H a valve cage in which the poppet valve stem J slides, carry-
ing the valve J' and on the outer end the nuts J . F is a plug valve through
which the valve stem J slides, with a grooved collar on the outer end, carrying
the forked end of lever D. Between the washer J2, on the valve stem J, and
the shoulder on the inside of the plug valve F is a spring G, which, under
normal condition, holds the valve J' closed, and the plug valve collar against
cage H at F' , and the roller 3 on D away from the cam C on the lay shaft B.
48
In this normal position it is evident that the poppet valve opening
into the oxplo3ion chamber A will remain closed, and that the mechanism will re-
main inert. K is an opening into H, controlled by a valve K* , which in multi-
cylinder engines controls the air for all. Assuming that it is desired to
start the engine with compressed air, the valve K' to the air supply is opened,
and its pressure tends to compress the spring Q, and separate the plug valve F
and the poppet valve Jf, throwing the roller E towards the cam C, If the
rise of the cam G is not under the roller B, the plug valve F will move out until
the large end strikes the washer J2, holding the valve J* tight on its seat,
thereby preventing air from going into cylinder at the wrong time. When
the rise of the cam C, which should be under E when air is to be admitted, raises
p
the roller E, plug valve F leaves washer J , permitting the air in I to compress
spring Cr and open the valve J', and to flow into the cylinder during the working
stroke. As soon as the rise on G passes E, the roller approaches the
normal part of G, holding J' shut during exhaust, induction and the compression
strokes •
This starting mechanism in no way interferes with engine operating
under normal conditions. If the compression should exceed the air pressure
used for starting, valve J1 will not open until the compression or even the in-
flammation pressure drops below that of the compressed air. The air valve
may be closed as soon as the engine starts or later; the only advantage in early
closing is the saving of compressed air.
With a large reserve, engine may be run on compressed air alone, and
wire
has been done in the author's experience while a broken ignitionyhas been tem-
porarily repaired.
When air is shut off, starting mechanism draws up out of commission
and can not wear.
O F THl
f)()
This principle, in one form or
of large gas engines, and its efficiency
get a 3000 horsepower gas engine running
another, is used for starting all makes
is such that one man in one minute can
ready for the load.
51
LIBRARY
or THE
S IV Or ILLINOIS
1,061,249
Patented May 6, 1913.
2 SHEETS-SHEET 1.
C. E. SARGENT.
INTERNAL COMBUSTION ENGINE.
APPLICATION PILED OCT. 7, 1906.
1,061,249. Patented May 6, 1913.
UNITED STATES PATENT OFFICE.
CHARLES E. SARGENT, OF CHICAGO. ILLINOIS, ASSIGNOR TO SARGENT ENGINEERING
COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF NEW YORK.
INTERNAL-COMBUSTION ENGINE.
1,061,249. Specification of Letters Patent. Patented May (>, 1913.
Application filed October 7, 1905. Serial No. 281,756.
To all whom it may concern:
Be it known that I, Charles E. Sargent,
a citizen of the United States, residing at
Chicago, in the county of Cook and State of
5 Illinois, have invented new and useful Im-
provements in Internal-Combustion En-
gines, of which the following is a specifica-
tion.
The difficulty in starting very large in-
10 ternal combustion engines is well known and
it is now common to employ compressed air,
through the agency of somewhat inconven-
ient apparatus, to put such engines in mo-
tion.
15 The general object of this invention is to
provide means whereby the largest engine
of this kind may be started as readily and
certainly as a steam engine, by merely open-
ing and closing a small valve. With this
20 end in view, the engine provided with ad-
mission and exhaust devices without nov-
elty is also provided with independent de-
vices for admitting compressed air, said de-
vices being normally out of action but
25 brought into action by the pressure of the
compressed air itself when the latter is al-
lowed to pass a certain valve, and the ar-
rangement is such that when air is thus
admitted, the admission of gas or the usual
30 explosive mixture, is automatically pre-
vented as the result of well known physical
principles until the air is again cut off. The
engine being thus put in motion by the air,
cutting off the air supply causes the imme-
35 diate admission of explosive mixture, and
thereafter the engine runs as an internal
combustion engine until it is again shut
down. In other words, if we have an engine
of for example one thousand horse power,
40 the opening of a small air valve puts the
engine into action as a compressed air en-
gine, and when the desired speed is reached,
shutting off the air automatically causes the
engine to change from air to gas as an oper-
45 ating agent.
For the purpose of illustrating my inven-
tion, I have chosen a double acting tandem
engine having in itself no novelty herein
claimed. To this has been added air admit-
50 ting mechanism involving an admission
valve through which air passes directly into
the cylinder and an outer valve opened and
closed by hand for admitting compressed
air to the admission valve and at will cut-
55 ting it off. The admission valve, which
serves also as an exhaust valve, is actuated
at proper times by a cain on the usual side
shaft, but it remains closed and is in no
way affected by this cam except when com-
pressed air is allowed to pass the outer 60
valve; and while air is thus allowed to en-
ter, no explosive mixture enters through the
ordinary admission valve, the engine run-
ning by compressed air only.
In the accompanying drawings, Figure 1 65
is a cross section through an engine cylin-
der, showing an admission and exhaust
valve of well known construction actuated
by devices without novelty. Fig. 2 is a ver-
tical axial section through certain com- 70
pressed air mechanism seen also in Fig. 1.
Fig. 3 is a view looking from the right in
Fig. 2. Fig. 4 is a perspective view of one
end of the engine shown in the other figures,
the view showing one only of the cylinders 75
of a tandem engine.
In these figures, A represents an engine
cylinder supported upon a suitable base B
and having the usual side shaft C carrying
cams C1, D, for operating gas and air con- 80
trolling devices, respectively. As these de-
vices are similar for the two ends of each
cylinder, the description of one set only is
necessary.
Fig. i shows an admission and exhaust 85
valve E, operated by a cam C1 upon the
shaft C, acting through a roller F1 and piv-
oted lever F, the entire combination being
well known and devoid of novelty, admis-
sion being by suction and exhaust by the 90
action of the cam upon the valve operating
elements.
For starting the engine, compressed air is
admitted to the engine cylinder by inde-
pendent devices, air entering at G into the 95
space above the valve E temporarily holding
the valve closed. In line with the opening
G, a casing H is secured, and in this moves
a horizontal differential piston valve H1,
connected by a pitman H2 to a bell-crank 100
lever H3 pivoted to a bracket H4 and carry-
ing at its lower end a roller H5 to rest
against the periphery of the corresponding
cam D upon the side shaft C. This casing
extends inward in the cavity G as a sleeve 105
HG and terminates in a seat for a puppet
valve I whose stem I1, sliding in a bearing
I2, projects into the hollow piston valve H1.
A spring J normally holds this valve closed,
but it is opened at intervals by two distinct no
1,061,249
means, as will be seen. A push pin, K, car-
ried by a small piston K1 moving trans-
versely in a way in the differential valve,
normally lie.s out of alinement with the
5 valve stem I1 and is held out of alinement
hy a spring K-. Normally also, a spring K"
holds the bell-crank lever lifted so that its
roller is out of the path of the cam. As seen
in Fig. 4, a valved pipe Li between the air
10 mechanism for the two ends of the same cyl-
inder, admits compressed air to both when
the valve is opened. The air enters com-
municating chambers II which receive air
through a large inlet shown in dotted lines
15 in Fig. L\ and pushes the piston valve out-
ward, overcoming the force of the spring
K" and causing the roller IT' to ride on the
cam I), and at the same time enters the
space below the piston K1. lifting the latter
20 :md bringing the push pan into alinement
with the valve stem I1. This outward move-
ment of the piston valve brings its unequal
ports N into registry with the chambers M,
allowing the compressed air to enter the
25 valve and the chamber in which it moves,
where it overcomes the force of the spring
J and opening the valve I passes into the en-
gine cylinder. The timing of the cam D is
such that the air is thus admitted just When
30 the engine piston is ready for its stroke, and
the cam is so formed that when a predeter-
mined point of the stroke is reached the
cam further lifts the roller, sliding the pis-
ton valve inward and cutting off the air.
35 The expansion of the air in the cylinder
carries the piston onward to the end of its
81 pike, and at this point the cam still further
raises the roller, so that the push pin K
-H ikes the end of the stem of the valve I,
40 which had closed after the air was cut off,
again opening it while the larger of the
ports N i~ in registry with exhaust ports R.
This cycle of movements is repeated so long
AC air is admitted to the chandlers M. the
45 admission and exhaust being governed by
the cam I) and the engine working with per-
fect regularity as an air engine. During
this working :i- an air engine no gas is ad-
mitted for although it would normally be
60 admitted during the Qral part of alternate
Btrokes, at such times the compressed air is
entering the cylinder and no suction is pos-
sible. The cam C1 being all the time in ac-
tion opens the regular main exhaust at
66 every other stroke, but this opening oc-
curs at the same time as the exhaust-
ing through the ports R and consequently
the only effect is to in pari relieve those
ports- of their duty at alternate strokes.
60 « hen it is desired to change from air to gas
an operating agent, or usually as soon
" the engine hat reached proper speed, it is
only necessary to close the air valve L, when
the admission valve I doses, the push pin
06 falls 'Hit of alinement. and the roller IF
rises from the cam, the whole mechanism
thus passing out of commission. At the
same time the momentum of the moving
parts, such as pertain to all engines of this
class, draws in and compresses a combustible 70
charge, and this being exploded the engine
is then and thereafter acting as an internal
combustion engine, until it is again shut
down.
Obviously the invention is not restricted 75
to use in or with the kind of engine illus-
trated; and compressed air here represents
any fluid under pressure.
What I claim is:
1 . The combination with an internal com- 80
bust ion engine and valve mechanism for
operating it in the usual manner, of a nor-
mally closed valve for admitting air to the
engine cylinder, engine-actuated devices nor-
mally disconnected during the operation of 85
the engine as an internal combustion en-
gine for opening said valve at intervals, an
outer hand valve for admitting compressed
air to the valve first mentioned, and inter-
mediate mechanism operated by air from the 90
hand valve to throw said devices into op-
erative connection.
2. The combination with an internal com-
bustion engine, of a valve for admitting
compressed air to the space upon the inner 95
side of the gas valve, means for at will ad-
mitting compressed air to said air admitting
valve and cutting it off therefrom, normally
disconnected engine actuated devices for
opening the air admission valve at intervals, 100
and means whereby air pressure may con-
nect the disconnected devices.
3. Tn an engine of the class described hav-
ing valve apparatus for operating the engine
as an explosion engine, the combination 105
with a normally closed valve for admitting
compressed air to the engine cylinder, of
an engine operated valve-actuating mecha-
nism normally unconnected with said valve,
an air Operated device, normally out of op- no
endive position, for connecting said mecha-
nism and valve, and means for at will throw-
ing said device into operative position.
4. Tn an engine of the class described hav-
ing valve apparatus for operating the en- 115
gine as an explosion engine, the combina-
tion with a valve for admitting compressed
air to the engine cylinder, a spring nor-
mally holding said valve closed during such
operation, engine operated mechanism for 120
opening said valve at intervals but normally
unconnected therewith during the opera-
tion of the engine as an explosion engine,
manually controlled means for admitting
compressed air to said valve, a)id means 125
whereby the admitted air connects said
mechanism and valve.
r>. In an engine of the class described hav-
ing valve apparatus for operating the en-
gine as an explosion engine, the coinbina- 130
l ,061,249 O OA
tion with the, engine cylinder ami a com-
pressed air chamber alongside the same, of
I valve controlling communication between
said chamber and cylinder, manually op-
6 crated means for controlling the admission
of compressed air to said chamber, devices
adapted to control periodic admission of air
to and exhaust from said chamber, engine
operated mechanism for actuating said
10 valve, and devices, and automatic means for
disconnecting said mechanism when air pres-
sure in said chamber ceases.
(>. In an engine of the class described hav-
ing valve apparatus for operating the en-
15 gine as an explosion engine, the combination
with the engine cylinder of a compressed
air chamber, alongside the same, provided
with inlet and exhaust ports, a reciprocat-
ing valve controlling communication be-
tween said cylinder and chamber, an engine 20
Operated member reciprocating in the line
of the valve stem but at sonic distance there-
from and provided with devices controlling
said inlet and exhaust ports, an air actuated
device for filling the gap between the valve 25
.stem and said chamber, a spring urging said
device out of operative position, and manu-
ally operated means for controlling access
of compressed air to said inlet ports.
In testimony whereof I affix my signature, 30
in presence of two subscribing witnesses.
CHARLES E. SARGENT.
Witnesses:
Harriett Taylor,
W. T. Angell.
Copies of this patent may be obtained for five cents each, by addressing the " Commissioner of Patents.
Washington, D. C."
,) )
No. 783,983. PATENTED FEB. 28, 1905.
C. E. SARGENT.
GAS ENGINE.
APPLICATION PILED APE. 27, 1900.
4 SHEETS— SHEET I.
No. 783,983.
PATENTED FEB. 28, 1905.
C. E. SARGENT.
GAS ENGINE.
APPLICATION FILED APE. 27, 1900.
4 SHEETS— SHEET 2.
Jnvenlor:
cm/'
5H
UN
No. 783,983.
PATENTED FEB. 28, 1905.
C. E. SARGENT.
GAS ENGINE.
APPLICATION PILED APE. 27. 1900.
4 SHEETS— SHEET 3.
<><)
No. 783,983.
PATENTED FEB. 28, 1905.
C. E. SARGENT.
GAS ENGINE.
APPLICATION FILED APR. 27, 1900.
4 SHEETS— SHEET 4.
„ CM
Inventor:
No. 783,083.
Patented February 28, \U0r>.
United States Patent Office.
CHARLES E. SARGENT, OF CHICAGO, ILLINOIS.
GAS-ENGINE.
SPECIFICATION forming: part of Letters Patent No. 783,983, dated February 28, 1905.
Application filed April 27, 1900. Serial No, 14,553.
J 5
4o
45
To nil whom it may concern:
Be it known that I, Charles E. Sargent, a
citizen of the United States of America, resid-
ing at Chicago, in the county of Cook and State
5 of Illinois, have invented certain new and use-
ful Improvements in Gas-Engines, of which
the following- is a specification.
My invention relates to certain improve-
ments in gas-engines designed to render the
10 same more convenient and easy of operation,
the invention being directed particularly to
certain details, which will be fully described
and clearly defined below.
In the drawings. Figure 1 is a side eleva-
- tion of a complete engine; Fig. 2, a vertical
longitudinal section of the base thereof; Fig.
3, a transverse vertical section of one of the
cylinders, showing the valve mechanism, the
section being in plane 3 3 of Fig-. 1 and the
jo view from left to right of the latter figure.
Fig. 4 is a side elevation of one portion of the
valve -operating cam; Fig. 5, a side elevation
of the other portion. Fig. G is an enlarge-
ment of that portion of Fig. 1 adjacent to one
of the valve-operating cams. Fig. 7 is a de-
tail vertical section similar to Fig. 3, but taken
in the plane 7 7 of Fig. 1. Fig. 8 is a hori-
zontal section looking downward upon the
plane 8 8 of Fig. 7. Fig. 9 is a detail section
in plane 9 9 of Fig. 7 looking in the direction
of the arrow 9, the view showing merely the
outer end of the igniter - supporting block
and certainof the partssecured thereto. Fig.
1<> is a view of the inner end of said block,
showing the same removed from the cylinder
and showing the parts upon the inner end of
the block. Fig. 11 is a vertical section in
line 11 11 of Fig. 8, showing certain details
in connection with the igniter. Fig. 12 is a
longitudinal horizontal section in line 12 12
of Fig. 1. Fig. 13 is a vertical transverse
section in line 13 13 of Fig, 12. Fig. 14 is a
longitudinal vertical section in the crooked !
line 14 14 of Fig. 12 looking in the direction i
of the arrow 14, and Fig. 15 is a longitudinal
vertical section in line 15 15 of Fig. 12 look-
ing in the direction of the arrow 15.
Referring to these drawings, A is a hollow I
25
j base extended in the form of asubbase a, also"
j hollow and separated from the main portion 50
I of the base by a partition a. Within the
main portion of the base is a reservoir a*,
closed with the exception of certain pipes
which enter it, and within the subbase is a res-
ervoir a3, open to the atmosphere through a 55
series of perforations a4. Upon the base isse-
c 11 red a hollow framework B, extended to in-
j close the connecting-rod, the crank, and the
! crank-shaft and supporting suitable bearings
for said shaft. The shaft is lettered C and 60
J has fast upon it a governor-pulley e, provided
with a suitable governor c. This governor
may be of any of the well-known types of gas-
engine governors, the object of which is to
control the speed of the engine by shifting 65
the. time of the opening of the inlet and ex-
haust ports or by shifting the time of the ig-
nition of. the charge. The particular form
herein illustrated is that covered by my ap-
plication for governor for gas-engines, filed 70
April 27, 1900, Serial No. 14,556. Theerank-
shaft is connected by suitable gearing with a
side shaft D, the gearing here being inclosed in
a hood or cap d, said side shaft serving to ro-
tate a series of valve -operating cam's d' d* 7 s
and a series of igniter-operating disks d3. It
also operates an air-pump of suitable-construc-
tion d\ To the end of the frame B is secured
one end of a cylinder B', to the other end of
which is fastened a distance-head B\ resting Ko
upon the subbase by means of a .support b
and itself carrying another cylinder, B . To
these cylinders are secured a series of brack-
ets in which the side shaft is journaled.
The portion of the shaft alongside of the cylin- 85
der B' is connected to the remainder by a slid-
ing coupling d\ by means of which the end
portion of the shaft is permitted to move lon-
gitudinally. The shaft adjacent to this coup-
ling is provided with a- groove rf\ with which 90
engages a vertical lever d\ piloted at d'J to
a bracket »''. secured to the subbase. By
means of this lever the end portion of the shaft
may be moved longitudinally to change uie
position of the cams ^'(/'! with relation to 1 1 10. 95
valve-operating devices. One of the valves is
783,983
Shown in Fig. 3 by means of a transverse ver-
t ii-al section. It is located in a valve-chamber
beneath the cylinder and works in a vertical
cylindrical bushing <?, containing exhaust*
<; port - i ' and admission-ports e* e\ the latter be-
ing for the air and gas, respectively. Within
the bashing slides a hollow cylindrical valve
E, guided by means of a hollow stem e\ work-
ing" in the central boss i of a cap e\ which
i o closes the lower end of the bushing. The cap
extends inward and upward and returns down-
ward in the form of a central boss e\ which
carries a coiled spring e\ pressing downward
upon a nut e\ screwed to the end of the piston-
15 valve stem and forming, together with a nut
,° below it on the stem, a means of engage-
ment for the forked end/of a valve-operating
lever F, pivoted at /' to the bracket db and
carrying at its outer end a roller/2, adapted
20 to run upon the valve-operating cam. The
spring r tends to crowd downward the forked
end of the lever and hold the roller upon
whichever cam happens to be in position for
engagement therewith. The piston-valve con-
25 tains inlet-ports e* e and has at its upper end
an outside groove ee, adapted when raised into
proper position to connect the exhaust-ports
e with the interior of the valve-chamber and
with the cylinder. Upon the top of the pis-
30 ton-v alve rests a puppet-valve (j, guided by a
stem g in the hollow stem of the piston-valve
and adapted to be raised by pressure below it
and forced downward by pressure above it.
It is aho adapted to seat upon the top of the
35 hushing when the piston-valve is lowered.
The exhaust- port e communicates with , a
chamber H, which connects, as shown in Fig.
i:> and Fig. 13, with an exhaust-pipe A, open to
the atmosphere. The inlet-port i connects
40 with a chamber I, communicating with a pipe
J, as seen in Fig. 14, said pipe extending, as
seen in Figs. 1 and 2, into the subbasea, so as to
be open to the atmosphere through the per-
forations a*. The pipe .1 contains an ordinary
45 three-way v alve K, adapted to cut off the con-
nection with the subbase and at the same time
establish connection with a branch pipe k,
opening into the reservoir a'1 of the main por-
tion of the, base, as seen in Fig. 2.
50 The admission-port £ connects with a cham-
ber M, from which a pipe ///^containing a
stop-cock ///, leads to a suitable reservoir for
a supply of gas or other combustible material.
The valve-operating levers F have vertical
55 arms f\ adapted to be engaged by eccentrics
/', rotated by levers /* and suitably sup-
ported and pivoted upon the brackets d".
These eccentrics are intended to bear upon the
arms /' to oscillate the levers sufficiently to
fio hold the rollers away from, the cams and the
valves in their uppermost positions, in which
the exhaust ports and passages are open be-
tween the cylinder and the atmosphere.
The shape of the cams d' d'1 is shown in
Figs. 4 and 5. The cam d' is shown in Fig. 65
4 and bears a depression which enables the
roller to rise and the valve to drop so as to
open the inlet-ports during part of the ad-
mission-stroke. As the cam advances in the
direction of the arrow the portion r engages 70
the roller and holds the valve so as to close
both the inlet and the exhaust ports during
whatever remains of the admission-stroke, all
of the compression-stroke, and the working-
stroke of the engine. The raised portion r2 75
then crowds the roller down, raising the valve
to open the exhaust-port during the exhaust-
stroke. The earn d* has two depressions r*
upon opposite sides, which allow the inlet-
ports to open at the commencement of each 80
forward stroke of the engine, two opposite
portions /'*, which close both the inlet and
exhaust ports during the remainder of each
forward stroke, and two opposite portions
90
95
100
i°5
, which hold the exhaust open during each 85
entire backward stroke of the engine.
The air-pump/?4, operated by the side shaft
D, forces air through a pipe d' into the res-
ervoir a2 within the hollow base, said air be-
ing for use in starting the engine, as herein-
after described.
A block N (see Fig. 10) is let into the side
of the cylinder, as seen in Fig. 7, terminating
within the latter in the valve-chamber, and
said block contains a rock-shaft //, terminat-
ing at the inner end of the block in a coned
enlargement n, seated in the block and bear-
ing a wiping spring-arm />\ brought by the
rocking of the shaft into contact with the in-
ner rounded end 0 of an electrode O, the outer
end of which is connected with a suitable
source of electricity. The electrode is in-
closed in an insulated bushing <>\ itself in-
closed in a screw -plug <f, threaded in the
block, the electrode being held within the
bushing by means of a head os at the inside
end and a nut'/ bearing upon the outside end
of the bushing. The electrode is cylindrical in
form, so as to be rotatable in the bushing to
bring new portions of its surface into contact 1 10
with the wiping-arm. The elasticity of the
spring-arm causes the latter to bear with a
yielding force upon the inner end of the elec-
trode and make a perfect contact therewith.
Upon the portion of the rock-shaft // without "5
the cylinder is a coiled spring p, having one
end, p', fastened in the block N and the other
end fast at p* in a collar P, secured by a set-
screw //to the shaft and adjustable both longi-
tudinally and angularly upon the latter. The
springy/ is put under torsional and longi tud inal
tension, so as to draw the coned end »' of the
rock-shaft to its seat and also to turn the wip-
ing-arm // away from the electrode O. Upon
the outer end of the rock-shaft is secured a "5
crank-arm o\ (best seen in Fig. 6,) to the outer
end of which is secured a push-bar o\ (see Fig.
! 1 1,) resting upon the igniter-operating disk //' .
1 20
783,083
a
This end of the rock-shaft is pivoted in a I
bracket q, the lower part of which has a slotted
extension <?', (see Kig. 11,) beveled tit j", and n |
plate <>', secured to the side of the push-bar, is
5 bent at an angle at o* to engage this beveled i
part of the bracket. The slot in the bracket/
extends bac k ward from the push-pin suffi-
ciently to allow a limited movement of the
latter in the backward direction. The push-
\o pin is raised by means of a lug d"; inclined
upon the forward side with reference to
the direction of movement of the cam and
abrupt upon the rear. side. This lug raises
the push-pin agains_t the tension of the spring
15 p to bring the wiping-arm into contact with
the electrode, and as the push-pin rides off of
the top of the lug the contact is abruptly
broken, causing the spark. In case of a
backward movement of the igniter-disk the
20 push-pin is crowded backward by the lug d1,
which, it will be seen, has one sloping side and
one radial side, and is raised by the bent por-
tion <f of the plate o1 sufficiently to clear the
top of the lug. The \ugdz presses the push-
25 pin backward, and the wedging action of the
bent portion o* against the beveled portion of
the frame <7S will raise the push-pin exactly
as if the igniter-disk were revolving in the
proper direction and the pin had been merely
30 forced upward by the wedging action of the
igniter-disk. The wiping-arm n2 is secured
to the inner end of the rock-shaft by means
of a screw ?V, so as to be removable therefrom
for repairs or ki case it'needs to be replaced
35 by a new one.
During the ordinary working of the engine
the air-pump d* forces air into the reservoir
a2, so that a supply of compressed air is al-
ways stored inside the reservoir with which
40 to start the engine. To do the latter, the lever
d* is thrown to the left, bringing the cams
d% upon the left-hand cylinder beneath the
rollers f2 corresponding thereto. The levers
f\ corresponding to the right-hand cylinder,
45 are raised into the position shown in Fig. 3 to
open the exhaust- valves of said cylinder. The
pulley is turned until one of the depressions r3
upon the cam d2 at one end of the cylinder B3
passes beneath the roller /2and permits the in-
50 let-ports to open. The three-way cock K is
turned to open communication between the
reservoir a2 and the valve, and the compressed
air rushes into that end of the cylinder B3.
The corresponding cam at the other end of
55 the cylinder is so arranged upon the shaft as
to bring one of its exhaust portions beneath
the roller at this time and open the exhaust-
port at that end of the cylinder. The air drives
the piston forward, is cut off at part of the
00 stroke, expands during the remainder, and at
the commencement of the return stroke is
allowed to escape through the exhaust-valve,
which is opened by the portion rb. When this
occurs, the inlet-valve at the opposite end of
the cylinder is open and the movement is re- 6s
versed. This iscontinued until the com pressed
air brings the engine up to speed ib the man-
ner of the ordinary compressed-air or steam
engine. After this has been accomplished
the handle </" is swung into the position seen 70
in Fig. 1 and the parts are ready to operate
as in a four-cycle engine. Thus in starting
air may operate one cylinder while the piston
of the other runs idle, the exhaust-valves be-
ing open, and when proper momentum has 75
been attained the valves of the second engine
may be shifted and that cylinder may be
brought into action as- a four-cycle engine, if
desired, without meantime ceasing to operate
the other by compressed air. 80
The igniter and the actuating devices there-
for shown and described in this specification
are not claimed herein, inasmuch as the same
have been made the subject of a divisional ap-
plication, filed November 3, 1900, Serial No. 8=;
35,371.
The above description has been made as spe-
cific as possible in order that it may be per-
fectly clear; but it is not the intention to there-
by limit the invention in any manner to the 90
exact details described, nor to any arrange-
ment or combination of the same, except such
as is hereinafter set forth.
I claim as new and desire to secure by Let-
ters Patent — 95
1. In an internal -combustion engine, the
combination with a combustion-cylinder hav-
ing a valve-chamber, of a cylinder-valve lying
in one part of the chamber and controlling the
inlet and exhaust passages, an ignition device >oo
lying in another part of the chamber, and an
independently-movable puppet-valve for clos-
ing communication between the two parts of
the chamber.
2. In an internal - combustion engine, the 105
combination with two tandem double-acting
cylinders, a single piston - rod, two pistons
mounted on said rod and playing in said cyl-
inders, an explosion-chamber in each end of
each cylinder, a combined piston and puppet- no
valve in each of said explosion-chambers, with
suitable devices for actuating the valves c>f
one cylinder so as to produce a compressed-
air engine and actuating the valves of the
other cylinder as a four-cycle engine, sub- ^15
stantially as described.
3. The combination with two tandem cyl-
inders each having an explosion-chamber in
each end, of two pistons carried upon a single
piston-rod and each separating the explosion- 120
spaces in one of the cylinders, suitable yalves
for each cylinder, means for operating each
cylinder as a four-cycle cylinder, and means
for at will operating one cylinder as a com-
pressed-air engine. 125
4. In an internal -combustion engine, the
oombination with an engine -frame, tandem
cylinders, a hollow inclosed base, a side shaft,
4=
783,983
an air-pump operated by said shaft, a reser-
voir for compressed air, suitable connections
between said pump and said reservoir, and a
three-way cock connecting one cylinder with
the reservoir and with the atmosphere as.de-
sired, substantially as described.
In witness whereof 1 have hereunto set my
hand, at Chicago, in the county of Cook and
State of Illinois, this 19th day of April, A. D.
1900.
CHARLES E. SARGENT.
Witnesses:
Chas. O. Shervey,
S. Bliss.
). )
(VI
HvOBULLI V.
0;
PRO BLEU
V.
To construct a device which will, without moving mechanical parts, (a
stipulation laid down by Fire Underwriters in making rules for the installation
of sprinkler apparatus) indicate a change in head of one pound pressure or less,
by lighting a lamp or ringing a hell.
WHY NEEDED.
In fire protection service where sprinkler systems, water tanks and
stand pipes are interconnected, it is necessary to maintain within a few inches
a certain head of water, and to signal the main office or start a pump when this
head rises or falls beyond the prescribed limits.
On account of pressure gages, such as diaphragm and Bourdon springs
becoming set and the mechanism deranged, the Underwriters specify that signal-
ing apparatus shall be provided without moving mechanical parts. Such
apparatus must be accessible for inspection, must show the pressure maintained,
and is limited in height to eight inches (8").
SOLUTION .
The solution of this problem is shown in Fig.l, and in the accompany-
ing specifications No. 785438. For example; it is desired to maintain a head
of water in a tank at some predetermined pressure with a variation of not to ex-
ceed one pound either way, and if the pressure drops below this limit, or goes
above it, to give an alarm or start a pump.
The capacity of the air receptacles B and D, and the capillary tube C
is such that when the predetermined pressure is reached in A, the mercury will
have reached the bottom of the tube C, and a slight additional pressure in A will
send the mercury up to D. At EEE platinum wire is fused in the capillary tube
so that an electrical contact can be made or broken with the slightest change in
()
the head. By varying the calibre of the tube any degree of regulation may be
obtained. In practice it was found that a slight oxidization would take
place at the platinum points when current was broken, which in t ime tended to
short circuit the connections, even though the head of mercury was below the
platinum point. This was overcome by using pure Nitrogen above the mercury.
It is evident from the description, and from Boyle's law, that the
device could be so proportioned that for 200 pounds pressure mercury vxrnld rise
to the lower end of the tube G, and for 201 pounds it would reach to the
receptacle D, and that any intermediate pressure can be obtained.
C><)
ILLINOIS*
NOi 785,438. PATENTED MAR. 21, 1905.
C. E. SARGENT.
PRESSURE GAGE.
APPLICATION FILED SEPT. 24, 1904.
No. 785,438.
Patented March^21, 1906.
70
United States Patent Office.
CHARLES E. SARGENT, OF CHICAGO, ILLINOIS.
PRESSURE-GAGE.
SPECIFICATION forming part of Letters Patent l\o. 785,438, dated March 21, 1905.
Application filed September 24, 1904. Serial No, 225,734.
To till whom it nut y con cern ■
Bo it known that I, Chaklks K. Sahuknt, a
citizen of t lie United States of America, resid-
ing at Chicago, in the county of Cook and
5 State of Illinois, have invented certain new
and useful Improvements in Pressure-Gages,
of which the following is a specification.
My invention relates to certain new and
useful improvements in pressure-gages; and
io its object is to produce a device of this class
which shall have certain advantages, which
will appear more fully and at large in the
course of this specification.
To this end my invention consists in certain
15 novel features, which are described herein
and illustrated in the accompanying drawing,
which represents a vertical section through
my improved device.
Referring to the drawing, A is a mercury -
20 chamber, preferably made of some non-con-
ducting material. The chamber has a top a,
from which a tube a' extends downward, ter-
minating just above the bottom of the cham-
ber. An inlet-pipe A' opens into the mer-
25 enry-chamber at one side. A cap B is screwed
over the top of the mercury-chamber, and the
said cap, together with the said top of the
mercury-chamber, forms a compression-cham-
ber. A tube C extends through the cap B
30 into the compression-chamber and is held in
place by packing c, held under compression
by a thimble C. The tube C is provided at
its top with a bulb 1) and along its side with
a plurality of contact-points E. A plug F is
35 provided to give access to the chamber, and a
contact - point G, entering the liquid, is se-
cured to the mercury-chamber.
In practice the mercury-chamber A is rilled
with mercury approximately to the level of
40 the bottom of the compression-chamber, and
pressure is applied to the inlet-pipe A'. As
the pressure increases it is transmitted by the
mercury to the air in the compression-cham-
ber, tube, and bulb, which of course is com-
45 pressed, in accordance with Boyle's law, af-
fording a space for the rise of the mercury in
the compression - chamber. The mercury
reaches the lower end of the tube C just be-
fore the pressure which the gage is intended
5° to indicate is reached. As the pressure in-
creases from this point the mercury rises very
rapidly through the length of the tube and
passes in succession the contact-points there-
in, any or allot' which may beconnected will:
electrical apparatus, as desired. Still further 55
increase of pressure will cause the mercury
to enter the comparatively large bulb at the
top of the tube, and its further rise will be-
come very slow indeed.
My improved device is particularly designed 60
for use and in connection with automatic
sprinklers and the like, where it is necessary
that a continuous high pressure of water be
maintained. The parts are arranged so that
the normal pressure holds the mercury just 65
within the bulb and keeps the electrical cir-
cuit closed. If for any reason the pressure
is diminished, the mercury falls in the tube
and opens the circuit, thereby starting the
pumps, which raise the pressure until thecir- 70
cuit is closed.
The tube C is made adjustable in the com-
pression-chamber, so that the point at which
the mercury reaches the tube can be varied to
accommodate the device to systems of stand- 75
ard pressure.
In some cases it may be desirable to pre-
vent the grounding of the electrical circuit
through the water of the pressure system.
To produce this result, it is desirable that the 80
water be removed from contact with the mer-
cury, and this is accomplished by means of a
chamber H, interposed between the inlet-pipe
A' and the water-pipes of the system. This
chamber, it will be seen, has a long tube h, 85
which is practically a continuation of the in-
let-pipe A', and a pipe h! is provided at the
lower end of the chamber H, which can be
connected with one of the water-pipes of the
pressure system. The pressure of the water 90
will then be transmitted through the air in
the chamber H to the mercury, and the water
itself will never come in contact with the
mercury. The chamber H is made of suffi-
cient size that the w ater will never rise above 95
the end of the tube h, and the upper end of
the chamber H is constricted at the end H' to
prevent water from splashing over the end of
j the tube, and so reaching the mercury.
I It will be evident that many variations in 100
785,438
the const ruction of my device are possible ]
and that any desired liquid can be substituted
for mercury, although I greatly prefer roer-
< iu y on account of its superior advantages as |
5 an electrical conductor. My device is par-
ticularly advantageous because of the fact J
that the device is of small size, and the rapid j
movement of the indicating medium is ob- |
tained at and near tbe point when accurate
10 indication is desirable and comparatively slow
movement is obtained elsewhere.
1 realize that considerable variation is pos-
sible in the details of this construction without
departing from the spirit of the invention,
15 and 1 therefore do not intend to limit myself
to the specific form herein shown and de-
scribed.
I claim as new and desire to secure by Let-
ters Patent—
20 1. In a device of the class described, the
combination with a chamber for containing
liquid and an inlet-pipe opening into the same,
of a compression-chamber opening into the
lower part of the said liquid-chamber, con-
25 tabling a tube extending upward from said
compression -chamber, and a comparatively
large bulb at the upper end of said tube.
_'. In a device of the class describee!, the
combination with a chamber for containing
30 liquid and an inlet-pipe opening into the same,
of a compression-chamber opening into the
lower part of said liquid-containing chamber,
a tube of small diameter extending from the
top of said compression-chamber, and a corn-
35 parativel.v large bulb at the upper end of said
tube.
3. In a device of the class described, the
combination with a liquid-containing chamber
and an inlet-pipe opening into the same, of a
40 compression - chamber above the liquid-con-
taining chamber, a tube extending downward
from the bottom of the compression-chamber
to the lower part of the liquid -containing
chamber, a tube of small diameter extending
45 from the upper part of the compression-cham-
ber, and a bulb at the end of said second tube.
I. In a device of the class described, the
combination with a liquid-containing chamber
and an inlet-pipe opening into the same, of a
50 compression -chamber above; the liquid-con-
taining chamber, a tube extending downward
from the bottom of the compression-chamber
to the lower part of the liquid -containing
chamber; a tube of small diameter extending
from the upper part of the compression-chain- 55
ber, a bulb at the end of said second tube, and
means for adjusting said second tube within
said compression-chamber.
:>. In a device of the class described, the
combination with a mercury-chamber and in- 60
let-pipe opening into the same, of a compres-
sion-chamber above the mercury -chamber, a
tube extending downward from the compres-
sion-chamber to the lower part of the mer-
cury-chamber, a tube extending upward from 65
the upper part of the compression-chamber,
a contact-point in the second tube, and a bulb
at the upper end of the second tube.
6. In a device of the class described, the
combination with a mercury-chamber and in- 7°
let-pipe opening into the same, of a compres-
sion-chamber above the mercury-chamber, a
tube extending downward from the compres-
sion-chamber to the lower part of the mer-
cury-chamber, a tube extending upward from 75
the upper part of the compression-chamber,
a plurality of contact-points in the second
tube, and a bulb at the upper end of the sec-
ond tube.
7. In a device of the class described, the bo
combination with a mercury-chamber, and an
inlet-pipe opening into the same, of a com-
pression-chamber above the mercury-cham-
ber, a tube extending downward from the
compression-chamber to the lower part of the 85
mercury-chamber, a tube extending upward
from the upper part of the mercury-chamber,
a contact-point in the second tube, a bulb at
the upper end of the second tube, an inlet-
pipe opening into the mercury-chamber, an 9°
air-chamber opening into the said inlet- pipe
and a tube communicating with the inlet-pipe,
and extending to the top of the air-chamber.
In witness whereof I have signed the above
application for Letters Patent, at Chicago, in 95
the county of Cook and State of Illinois, this
21st day of September, A. I). 1904.
CHARLES E. SARGENT.
Witnesses:
Russell Wiles,
("has. O. Shebvey.
7 1
PROBLEM VI.
i .J
PHOBLEM
VI.
To bring out an instrument which will indicate tho angular velocity-
variation of a flywheel during a revolution, a mechanical umpire, as it were,
between engine and generator builders when parallel operation mu3t be attained.
WHY NEEDED.
'.Then alternating electrical apparatus began to be used for central
stations, reciprocating engines were the only prime movers except water wheels
which could be obtained to drive them,
'.Then alternators are used in parallel to deliver current to the same
bus bars, they must work in harmony or unison, or there will be a surging of
current from one to the other which causes overheating, a loss of energy and
sometimes a flash-over when the two or more machines get out of step. The
more uniform the turning moment, the more successful is parallel operation.
In order to get a satisfactory prime mover to drive the electric
generator, its manufacturer specifies that the engine shall not vary from a
uniform speed more than a certain number of electrical degrees during a
revolution. When the number of poles on the generator and the cycle are
known, this limit can be transformed into geometrical degrees.
All reciprocating engines, either steam, gas or oil, have a variable
speed during each revolution. Other things being equal, the more cranks or
impulses equally spaced, or the heavier the flywheel, the less the angular
velocity variation.
The engine builder furnishes a flywheel which calculations have
shown meets with the electrical manufacturers' requirements, but when
generators do not parallel as they should, when large quantities of current
74
flow from one generator to another, then the question arises,- is it the
generator or the engine man's mistake? A consulting engineer may have
to locate the fault, and act as an umpire for the purchaser between the
engine and generator companies,
SOLUTION.
An instrument to indicate the angular velocity of a flywheel to be
commercial should be portable, accurate and applicable to any prime mover.
Such an instrument is illustrated in Figs.l and 2.* The principle of
operation is that if a light wheel is driven by an inelastic flexible belt
from a prime mover, the light wheel will parallel the angular variations of
the engine driving it. Now if the light wheel drags a comparatively heavy
flywheel through a spring, the flywheel should have a uniform turning moment.
In the construction the flywheel is kept in motion by the tension of the
hair spring under the needle (Fig.2)# The belted wheel drives through the
bevel gear (Fig.l) the bevel pinion, which in turn drives the second bevel
gear and flywheel in an opposite direction. The hair spring tends to hold
the pinion shaft vertical, and if the belted pulley accelerates, the bevel
pinion shaft will have one half the advance, which is multiplied 100 times
and transmitted to the needle on the dial. By using a driving pulley on
the engine shaft of the right diameter, the amplitude of the needle will
indicate the geometrical minutes and seconds variation of the engine during a
revolution, Vvhen used with an internal combustion engine, missed ignitions
are indicated on the Anglemeter dial by exaggerated movements of the needle,
often moving through one-half of the circumference or a full geometrical degree.
This instrument has been used by the author for the purpose for which
it was designed for about fifteen years,
♦For a complete description of the construction of the Anglemeter see Volume 24
of the Transactions of the American Society of llechanical Engineers.
KLOBLBLI Vll.
t i
PROBLiSH
Vll.
To devise an attachment for steam, air or gas pipes which would
indicate the pounds avoirdupois of steam, air or gas flowing through, irrespective
of pressure, i.e., a Flow Ueter.
REASONS FOB ITS BZISTENCE.
Being called upon a few years ago to determine the amount of steam a
large baking company in Chicago was using for heating, in order to prorate the
cost of its generation with that of another tenant using steam for heating and
elevator service, the author realized the necessity of a device which would in-
dicate the pounds of steam flowing through a pipe, or at least the rate at which
it was flowing per hour. Having but one day to get ready to determine that
for which the author was retained, the plant was examined and it was found that
all the steam used by the baking company flowed through a two inch pipe, while a
four inch pipe carried steam to the heating system and elevator engine of the
other tenant. The manager of the bakery believed that his steam through a
two inch pipe should cost but half as much as the tenant's steam which came through
a four inch pipe, and as both parties agreed to abide by the author's decision,
guess work was out of the question, and shutting down either the bakery or the
other tenant's shop was impracticable.
After careful inspection and estimating the radiating surface of the
bakery heating system it was estimated that all the steam used therein would
flow through a half inch opening with but a few pounds drop in pressure. During
the night steam was cut off sufficiently long to tap a hole for a quarter inch
cock ea3h side of the flanged union, and the flanged joint was broken and a steel
plate having a half inch hole in center was inserted. By weighing the water
that went into the boilers, and by computing the steam that flowed through the
7i)
half inch hole by the difference in pressure, and by checking the steam gages by
transposing them twice during the eight hour run, the proportion of steam used
by the bakery was ascertained, and the expense of the steam proportioned in a
satisfactory manner.
As many Chicago concerns were buying steam, the author was impressed
with the necessity of a steam metering device which could be sold to landlords
or tenants. Steam, like electricity, at that time was sold on a flat rate,
and when a room v&s too hot the windows were opened, and the electric lights
were burned by day and night.
To meter steam or air with a varying pressure was considered at that
time a most intricate problem. The New York Sdi son Company which had con-
tracted about that time for large quantities of steam for heating, used for a
meter a heavy conical plug in a conical opening, the size of which, as more or
less steam passed up and around this plug, would be in proportion to the quan-
tity of steam going through. Knowing the steam pressure on both sides, and
the size of the opening, the pounds avoirdupois of steam flowing through per hour
could be ascertained.
SOLUTION.
The problem of making a steam meter which would indicate or show on
its face the amount of steam passing through irrespective of the pressure was
solved by the apparatus shown in Fig .A and accompanying specifications 170.729511.
This meter was inserted in any steam pipe having the same diameter
as the opening in the meter, and indicated the flow of steam in pounds per hour
with a varying or constant pressure.
Instead of depending on gravity working against pressure to regulate
the height of the valve between the inlet and outlet side of meter, the press-
ure of the steam in the outlet side, upon the area of the valve stem (Fig. 2)
tends to close the valve, while the pressure on the under and inlet side of
80
valve tends to raise it.
As tho area of the valve stem is two per cent of the area of the valve,
it follows that in operation there is a difference of two per cent between the
inlet and outlet pressures. The opening or the rising of the valve and stem
is transmitted through the yoke, segment and shaft to the pointer G, which ro-
tates on its center as the valve rises, indicating the quantity of steam flowing
through.
In the stem there is a piston, the top of which is in communication
with tho steam flowing through meter, and is held agiinst steam pressure by a
spring which shortens as the pressure increases. The piston rod through a
yoke, segment, pinion and shaft rotates the gearwheel e' inside the needle
(Fig.l) moving the point g* with a change in pressure. In Fig.l it will be
noted that tho range of pressure is from fifty pounds to one hundred pounds, and
the rate of flow per hour is from zero to three thousand pounds avoirdupous. If
the meter is in the line and the pipe is filled with steam at fifty pounds gage,
the pointer G will stand as shown. If the pressure increases to one hundred
pounds the point g» of pointer will move towards the center until the one hundred
pound circle is reached. If the pressure remains at fifty pounds and steam is
flowing through the meter, g* will rotate on the fifty pound circle.
Now if PV equals a constant, we increase the pressure and decrease the
opening to get through the same amount of steam per hour, therefore to read the
meter note the position of point g' and follow the curved line on which it rests
to the outer semi-circle where the rate of flow is shown. This meter gave
excellent and accurate results when new, but the continual movement of the me-
chanism between the valve and the spring and the pointer soon wore the segment
gears and pinion, causing lost motion and incorrect indications.
.Thile steam is supposed to be pure water, in time it carried enough
entrailed moisture with its lime and mineral matter to stop tho action of the
piston in the hollow stem.
SI
About a dozen flow motors of this typo were put out on tost, but all
sooner or later were found unsatisfactory. While the theory soomed all right,
practically the meter was a total failure, and the problem of designing a flow
meter without segments, pinions, helical springs and pistons was solved in the
meter, Fig.B,with details and description No. 883670. The Bourdon spring takes
the place of the helical spring and piston. The taper valve with taper seat
gives great valve movement for a small opening of valve. The rise of the
valve shows volume on the dial, and the horizontal movement shows pressure. The
long valve stem with water grooves made an excellent seal, but in a few years
time the mineral matter would stick to the stem, and in time put this meter out
of commission. About three hundred were sold and many have been in operation
for ten years, but on the whole the meter is not a commercial success.
Meters heretofore described were inserted in the steam pipe, and were
in larger sizes exceedingly heavy, as they had to carry modern steam pressures,
and were expensive to build, to calibrate and to install.
A six inch meter (Fig.B) weighed over eight hundred pounds.
To make a successful and commercial steam meter past experience indi-
cated that it must have no moving mechanism which could become inoperative by
the mineral matter in steam, that it preferably should work on a shunt instead
of being in the path of all the steam, and that to be commercial one size of
instrument should be applicable to all sizes of pipes.
The solution of this problem was the Pitot oteam Meter (Pig.C; details
and description No. 886255). The amount of steam passing through a pipe equals
the velocity times the area - VTgh x 7T K2. The meter consists of two Pitot
tubes within the steam pipe, the one facing the steam at about two-fifths of the
diamater of the pipe, or extending across the steam pipe with several openings
facing the steam, either of which gives the average velocity, and the other open-
ing at right angle to the direction of flow. The tube facing the flow
H2
terminates at the top of a well of mercury at tho bottom of motor, the other
is continued by the glass tube to the bottom of well. When no steam is flow-
ing through the pipe the mercury in the well and in tho glass tube is level and
at zero head. .Then steam begins to flow its inertia, pressing on the mercury
in the well, raises it in the glass tube, proportional to the square of the
velocity of tho steam, and irrespective of the statical pressure. Behind the
glass tube is a revolvable dial graduated circumferentially in pounds pressure,
and vertically in pounds avoirdupois for the different heads. To get the rate
of flow in pounds per hour, revolve by the hand wheel underneath the meter, the
cylindrical dial until the pressure behind the tube corresponds to pressure on
the gage, when the top of the mercury will indicate the pounds of steam flowing
through per hour.
So far as steam meters are concerned, the third time was a success.
Hundreds of successful Pitot steam meters are in operation today, both indicating
integrating and recording. This type of meter is used for steam, air or any
gas having velocity and pressure, and while the author is not now partaking of
the profits, he lias some satisfaction in feeling that he had a little something
to do in developing a device which has assumed such proportions that it requires
a department in the plant of the largest manufacturer of electric apparatus in
the world.
SI
LIBRARY
Of THE
; ,TY Of ILLINOIS
1
No. 729,511,
KO MODEL.
PATENTED MAY 26, 1903.
C. E. SARGENT.
STEAM METER.
APPLICATION FILED MAY 28, 1902.
6 SHEETS— SHEET 1.
7^ /
Jrt\/eitM>r:
<sr>
t
,Jo 729,511. PATENTED MAY 26, 1903.
C. E. SARGENT.
STEAM METER.
APPLICATION FILED MAY 28, 1902.
6 SHEETS— SHEET 2.
XO MODEL.
3 a8
j/ / //tr j
OF
PATENTED MAY 26, 1903.
C. E. SARGENT.
STEAM METER.
APPLICATION FILED MAT 28, 1902.
6 SHEETS— SHEET 3.
No. 729.51 1.
JJO MODEL.
87
No. 729,511
HO MODEL.
PATENTED MAY 26, 1903.
C. E. SARGENT.
STEAM METER.
APPLICATION FILED MAY 28, 1902.
5 SHEET8— SHEET 4.
As'
fry /^^iX^^-,
88
um
PATENTED MAY 26. 1903.
No. 729,o 1 1 .
C. E. SARGENT.
STEAM METER.
APPLICATION FILED MAY 28, 1902.
6 SHEETS— SHEET 6.
BO MODEL.
<S<)
No. 729,51 1.
Patented May 26, 1903.
Unitki) States Patent Office.
CHARLES E. SARGENT, OF CHICAGO, ILLINOIS, ASSIGNOR OF ONE-HALF TO
EDWARD B. ELLICOTT, WILLIAM H. BAKER, AND JOHN I. CONNERY, OF
CHICAGO, ILLINOIS.
STEAM-M ETER.
SPECIFICATION forming' part of Letters Patent No. 729,511, dated May 26, 1903
Application filed May 28, 1902. Serial No. 109,274. (No model'
To all whom, it may concern:
Be it known that I, Charles E. Sargent,
a citizen of the United Stales of America, re-
siding at Chicago, in the county of Cook and
5 State of Illinois, have invented certain new
and useful Improvements in Steam-Meters, of
which the following is a specification.
My invention relates to certain improve-
ments in steam-meters, the object of which
10 is to provide a device adapted, first, to main-
tain a predetermined rat io between the pres-
sures upon the opposite sides of the meter;
second, to indicate at all times the size of the
opening through which the steam or other
i s fluid is passing; third, to indicate at all times
the actual steam-pressure upon the discharge
side of the meter, and, fourth, preferably
to so combine these indicating devices with
a suitable dial to indicate graphically the
20 amount of steam in pounds which happens to
be passing through the meter at the time it is
inspected. In connection with these various
purposes it is also my intention to so construct
the meter that it may be incapable of disar-
25 rangement by the passage of slugs of water
through it at the great velocities induced by
the passage of a large amount of steam.
To these and other ends my invention con-
sists in certain novel features or character-
30 istics, which are illustrated in the drawings
presented herewith, of the preferred form of
meter and the essential combinations and re-
lations of the various parts thereof pointed
out in the appended claims.
35 In the drawings, Figure 1 represents a front
elevation of my improved meter. Fig. 2 rep-
resents a vertical longitudinal section in line
2 2 of Fig. 3. Fig. 3 represents a vertical
transverse section in the line 3 3 of Fig. 2.
40 Fig. 4 represents a section on line 4 4 of Fig.
7. Fig. 5 is a similar view showing the indi-
cating apparatus in a different position. Fig.
6 represents a detail perspective of the bell-
cranks and racks, and Fig. 7 represents a
45 cross-section on the line 7 7 of Fig. 3.
Referring to the drawings, A is a suitable
valve-casing,provided with an upward remov-
able head a and a lower removable head a',
the latter being perforated and tapped at az,
50 so that it may be connected with a suitable
surge tank or sewer. The body of the easing
is separated by a horizontal partition <r into
upper and lower port ions, 1 he lower portion (Is
being preferably open through the surge tank
or sewer to substantially atmospheric pi es- 55
sure. The upper portion is further divided by
| a partition a10 into a receiving-chamber a5 and
' a discharge-chamber <i'\ The receiving-chain •
bera5 isopen at the top, and the opening iscov-
ered by a puppet- valve B, seat bag upon the top 60
of the partition The valve is guided by
means of a valve-stem bin a central 1 toss a1 of
the casing. The upper end of the valve-si em
enters a pocket <C in the head a, said pocket be-
ing connected by a port a9 with the discharge 65
or eduction side «,; of the meter. The lower
part of the central boss cv of the casing, as
well as the lower portion of the valve-stem h,
are enlarged, so that said lower portion of the
valve-stem may contain a cylindrical chain- 70
ber b' of sufficient extent to receive a pis-
ton C, fitted to the interior of said chamber
and exposed by means of a central longitudi-
nal port ¥ through the upper portion of the
valve-stem to whatever pressure enters the 75
pocket of through the port n9. A nut c in the
lower portion of the chamber 1/ confines a
coiled spring D between itself and t he piston
C, a stem c' extending downward from the
piston through the nut and affording a con- 80
nection with said cylinder. The lower portion
of the valve-stem 6 is provided with a circum-
ferential groove h:\ and a nut c2 is secured
upon the lower end of the piston-stem and
contains a similar groove c3. Upon the front 85
side of the casing is secured a dial-case D',
having a central hollow boss d extending into
the casing, in which is journaled a sleeve E,
and inside of this sleeve is journaled a shaft
F. The sleeve E has upon its inner end a
pinion e, and the shaft F has upon its inner
end a pinion/. Within the lower part of the
casing are pivoted two bell-crank levers H I.
The lever II has one arm h, upon the end of
which is a roller //', running in the groove o:s
on the valve-stem, and a second arm 7<a, upon
the end of which is a segment 7i3 in mesh with
the pinion e. The lever I has an arm i, upon
the end of which is a roller ia, running in the
groove c3 of the nut ca, and a second arm ib, 100
90
95
729,511
upon the end of which is a segment ie in mesh j
with the pinion /. Through those connec-
tions ilie vertical movement of the valve-
Btem imparts;! rotary movement to the sleeve
s K. and a vertical movement of the piston-
stem imparts a rotary movement to the shaft
V, on the outerend of the sleeve is secured
,i disk i , diametrically channeled on its outeT
lace to receive a radial sliding pointer <i,
10 the channel being undercut upon the oppo-
site sides to form overhanging flanges/2/8,
which secure the pointer in place upon the
face of t lie disk. The pointer itself is prefer-
ably made in the form Of an open frame, upon
15 the lower inner side of which is a rack g in
mesh with a gear < ', secured to the outer end
of the shaft F. By this connection it will be
seen that the rotary movement of said shaft
relative to the sleeve imparls a radial move-
so ment to the pointer, while the rotary move-
ment of the sleeve and shaft together moves
t lie pointer angularly about the common cen-
ter of the sleeve and shaft. A pointed end
g' is provided on the pointer, from which the
25 reading is to he taken. The face of the dial
is ruled with concentric circles, and one of
the diameters is graduated to. enable the ra-
dial position of the pointer to be read regard-
Less of its angular position upon the dial, a
30 series of curves reaching from the inner to
the outer circle are provided, and the outer
circle is graduated to show the weight of
Steam per hour, indicated when the pointed
end of the pointer stands at any point along
35 the particular curve to which a given mark
is a nixed.
The induction or receiving chamber of the
casing is provided with an induction-port X
and the eduction or discharge chamber with
40 an educt ion-port V, the port X being connect-
ed with the receiving sleam-pipos and the
port Y with the pipe leading to the engine or
other point of use of the steam. The puppet-
valve r> is made in the form of an inverted
*5 cup. and t he central boss '/; is enlarged at the
top into a disk n\ fitted to the interior of the
pi-ton. A small poll extends through this
disk and connects the induction -chamber
willi I lie space bet ween t he top of the disk-
50 shaped head ami the valve H.
Starting with the casing empty, the valve
will he found normally in 1 1n* closed position
because of it- own gravity. If steam be
turned into the induction - chamber, i1 will
55 pass through the small port o5 and raise the
valve, "carrying with it the piston inside of
the valve Stem and imparting to 1 lie pointer
an angular movenieul proport ional to the ex-
tent of the opening. As soon as the valve is
60 open the steam will rush into the eduction-
chamber and from there will pass through
the port "' into the pocket "s ami down
through the valve-Stem until its pressure is
exerted upon the piston (' within said valve-
65 stem. Thi- pressure will push the piston
downward to an extent dependent upon the
degree of pressure, and the downward move-
ment of the piston will impart a radial move-
ment of the pointer, whatever its angular posi-
tion proport ional to the pressure of steam in 70
the eduction-chamber of the casing— that is
to say, the pointed end of the pointer will
be drawn inward toward the center of the
circle, following the horse-power curves, and
the reading in pounds of steam passing 75
through will be constant, irrespective of the
pressure of the steam. As soon as the pres-
sure upon the eduction side rises to a point
slightly short of t hat on the induction side the
excess of area on the eduction side of the 80
valve afforded by the upper end of the valve-
stem will cause the steam-pressure upon said
eduction side to tend to close thevalveand hold
it in that position until the use of the steam
upon the educt ion side lowers the pressure on 85
that side sufficiently to enable the inflowing
Steam to raise the valve and allow more steam
to pass through. The ratio of the area to
which pressure is applied upon the eduction
side of the valve to the area under pressure 90
on the induction side is constant. Therefore
the difference in pressures bet-ween the two
sides of the meter will increase as the abso-
lute pressure increases.
It is a well-known law of steam and gases 95
that the greater the difference in pressure be-
tween two sides of a definite opening the
greater the weight which will flow through
and also the greater the absolute pressure and
density, the difference being constant the too
greater the weight of steam which will flow
through a definite opening.
Now in the device herein described a con-
stant ratio will be maintained between the in-
duct ion and educt ion sides. Therefore there 105
will be an increasing difference in pressure
as the absolute pressure increases, while at
the same time the opening through which the
steam flows will diminish, so that while the
angular position of the pointer is less the no
radial posit ion is greater, and the steam go-
ing through must be constant, as the end of
the pointer indicates.
The device above described is constructed
in the form preferred at the present time; but 115
it is realized that great variation is possible
iii the parts and in their relative arrange-
ment, and for that reason the invention is
not limited to the specific construction illus-
1 rated and described. 120
I claim as new and desire to secure by
Letters Patent —
I. In a fluid-meter, the combination with a
suitable casing having a passage through if
for the fluid, of a valve governing the size of 125
said passage, a pressure-actuated device mov-
ing with said valve when the opening is
changed and having an independent move-
ment caused by variation in the pressure of
the fluid, a, suitable indicating device and 130
connections between said indicating device
and the valve and pressure-actuated devices,
respectively, whereby said indicating device
affords an indication dependent both upon
729
90
,511 3
t he size of the opening and t ho pressure of
the Unit I passing t herel h rough, substantially
as described.
2. In a Quid-meter, the combination with a
5 easing having an opening through ii for the
Quid, and a valve controlling saitl opening,
<>f a pressure-act uated device mounted on the
valve and moving therewith and having in-
dependent movemenl with respecl thereto,
io governed by the pressure within the valve
and an indicating device connected to the
valve and moving therewith and having a
movement effected thereby independent of
and in addition to that caused by the valve
15 itself, substantially as described.
:>. In a steam-meter, the combination with
a single pointer, of. suitable devices for indi-
cating volume and pressure, said pointer be-
ing so geared to said indicating devices as to
20 indicate, by its position, the weight of steam
passing through said meter, substantially as
deseribed.
4. In a steam-meter, the combination of a
device for producing a variable opening and
25 adapted to keep a constant ratio between the
pressures on the two sides of said opening-
regardless of absolute pressure, w ith a pointer
actuated by said device and adapted to indi-
cate the size of said opening, substantially as
30 described.
5. In a steam-meter, the combination of a
valve adapted to produce a variable opening,
and preserve a constant ratio between the
pressures on the two sides of said opening
35 regardless of absolute pressure, of a needle so
geared to said valve as to indicate the volume
of steam passing through said opening, sub-
stantially as described.
G. In a steam-meter, the combination with
40 a valve controlling the size of a variable
opening and adapted to preserve a constant
ratio between the pressures xipon the two
sides of said opening regardless of absolute
pressure, a valve-stem attached to said valve
45 and adapted to hold it in place, said valve-
stem opening at its lower extremity to the
atmosphere, of a pointer so geared to the
lower end of said valve-stem as to indicate
by its position, the volume of steam passing
50 through said variable opening, substantially
as described.
7. In a steam-meter, the combination with
a valve governing the size of a variable open-
ing, said valve having steam-pressure upon
55 its upper and lower surfaces, said surfaces
being so proportioned that said valve will
maintain a constant ratio between the pres-
sures upon the two sides of said variable
opening regardless of absolute pressure, and
60 a valve-stem opening to the atmosphere, of a
pointer so geared to said valve-stem as to in-
dicate the volume of steam passing through
said variable opening, substantially as de-
scribed.
65 8. In a steam-meter, the combination with
a frame perforated for the passage of steam,
of a valve closing said perforation, a valve-
stem guided in a suitable perforation in said
frame, said frame having two other perfora-
tions, One extending from the inlet side Of 7c
said valve to its under side and one extend-
ing from the outlet side of said valve, to the
upper pari of said valve-stem, the areas of
the lower surface of said valve and the upper
surface of said valve-stem being so propor- 75
tinned as to preserve a constant ratio be-
tween the pressures on the opposite sides of
said meter, substantially as described.
'.1. In a steam-meter, the combination with
a frame perforated for the passage of steam, 80
of a valve adapted to maintain a constant
ratio between the pressures on opposite sides
of said perforation, a valve-stem guided iii a
perforation in said frame, a pressure-gage
adapted to be actuated by the pressure in 85
said meter, a suitable pointer ami means of
connection between said pointer and said
valve and pressu re-gage, whereby said point e r
indicates t he weight of steam passing through
the meter, substantially as described. 90
10. In a steam-meter, the combination with
a frame perforated for the passage of steam,
of a valve adapted to preserve a constant
ratio between the pressures upon the two
sides of said perforation, a valve-stem en- 95
larged at its lower end, connected with said
valve and guided by a perforation in said
frame, of a piston and compression-spring
within the enlarged end of said valve-stem
and a pointer so actuated by said valve-stem 100
and said piston and spring as to indicate the
weight of steam passing through said meter,
substantially as described.
11. In a steam-meter, the combination with
a valve-stem adapted to indicate the size of a 105
variable steam-passage and a piston confined
within said valve-stem adapted to indicate
t he absolute pressure, of aueedle, G, provided
with a rack, </, a pinion, e', in engagement
with said rack, means of connection between 110
said pinion and said piston and means of con-
nection between said needle and said valve-
stem, whereby said neeedle is moved angu-
larly by the motions of said valve-stem and
radially by the motions of said piston, sub- 115
stantially as described.
12. In a steam-meter the combination with
a volume-indicating valve-stem and a pres-
sure-indicating piston confined within said
valve-stem, of a pointer- frame, G, a sleeve 120
connected therewith, a pinion, e, upon said
sleeve, a bell-crank, H, a rack, h3, upon said
bell-crank, engaging the pinion, e, a roller
upon said bell-crank engaged by said volume-
indicating valve-stem, said pointer-frame 125
being thereby adapted to be angularly ro-
tated by the motion of said volume-indicat-
ing valve-stem and a needle proper adapted
to move radially with said pointer-frame, G,
provided with a rack, <j, a pinion, e', engaging 130
said rack, the shaft, E, running through the
sleeve, E, connected with said pinion, the
pinion, /. upon the other end of said shaft, a
bell-crank, I, a rack, ic, upon one end thereof,
729,
511
connect ing I he pinion,/, a roller, i\ connected
with said bell-crank and engaged by said
prcssuiv-indicat inir pislon, said pointer being
thereby adapted to be moved radially by the
motion of said pressure-indicating piston,
substantially as described.
13. In a meter adapted to measure a fluid
Of variable pressure, the combination with a
suitably-mounted indicating device capable
of two independent movements in different
directions, of a fluid-actuated device, the
movement of which is governed by the pres-
sure of the fluid within the meter, a second
fluid-actuated device, the movement of which
is proportionate to the volume of the fluid
w hich passes through the meter, and suitable
connect ing devices between said fiuid-actu-
ated devices and said indicating device,
whereby their respective movements may im-
part coi responding movements to the pointer
in said two independent directions, substan-
tially as described.
14. In a device of the class described, the
combination with a pointer adapted to move
radially with changes in pressure and angu-
larly with changes in volume of the steam
passing through the said device, of a dial
provided with intersecting curves, whereby
the position of said pointer may be read di-
rectly in weight of steam, substant ially as set
forth.
In witness whereof I have hereunto set my
hand, at C hicago, in the county of Cook and
State of Illinois, this 28th day of April, A. I).
1902.
CHARLES E. SARGENT.
Witnesses:
Charles 0. Shervey,
s. Bliss.
<)1
• /» >
ILLINOIS
No. 883,670. PATENTED MAR. 31, 1908.
C. E. SARGENT.
STEAM METER.
APPLICATION FILED MAY 6, 1905,
5 SHEETS— SHEET 1.
<J4
No. 883,670 PATENTED MAR. 31, 1908.
C. E. SARGENT.
STEAM METER.
APPLICATION PILED MAY 6, 1906,
95
No. 883,670. PATENTED MAR. 31, 1908.
C. E. SARGENT.
STEAM METER.
APPLICATION FILED MAY 6, 1905,
5 SHEETS— SHEET 3.
<jr>
LIBRARY
OF THE
UNIVERSITY OF ILLINOIS
No. 883,670.
PATENTED MAR. 31, 1908.
C. E. SARGENT.
STEAM METER.
APPLIOATIOH FILED MAT 6, 1905,
6 8HEET8— SHEET 4.
0 &3 A^n^
Momma rtiKR» CO.. wa»h/i
97
No. 883,670. PATENTED MAR. 31, 1908.
C. E. SARGENT.
STEAM METER.
APPLIOATIOH PILED MAI 6, 1905,
6 SHEETS— SHEET 6.
tmi Nommtm MflM 00., w*%Mtr*QTON. o. c.
UNITED STATES PATENT OFFICE.
CHARLES E. SARGENT, OF CHICAGO, ILLINOIS.
STEAM-METER.
No. 883,670.
Specification of Letters Patent. Patented March 31, 1908.
Application filed May 6, 1905. Serial No. 259,083.
To all whom it may concern:
Be it known that 1. Charles E. Sargent,
a citizen of the United States of America, re-
siding at Chicago, in the county of Cook and
5 State of Illinois, have invented certain new
and useful Improvements in Steam-Meters,
of which the following is a specification.
My invention relates to improvements in
steam meters and is fully described and ex-
10 plained in this specification, and shown in the
accompanying drawings, in which
Figure 1 is an elevation of my improved
device; Fig. 2 is a central longitudinal sec-
tion on line 2—2 of Fig. 4 showing the de-
vice in the position it occupies when no
steam is passing through it; Fig. 3 is a sec-
tion in the line 3 — 3 of Fig. 2, "showing the
parts in the position which the}' occupy
when steam is passing through the meter;
Fig. 4 is a section in the line 4 — 4 of Fig. 2;
Fig. 5 is a section in the line 5 — 5 of Fig. 2 ;
Fig. 6 is a section in the line 6 — 6 of Fig. 2 ;
Fig. 7 is a section in the line 7 — 7 of Fig. 2 on
an enlarged scale; Fig. 8 is a horizontal sec-
tion in the line S— 8 of Fig. 9 ; Fig. 9 is an
elevation of the pressure-indicating-portion
of the device looking in the same direction as
in Fig. 3, and Fig. 10 is a section in the line
10—10 of Fig. 7.
My present device is intended as an im-
provement over a similar device shown in
my Patent No. 729,511, dated May 26, 1903.
In the device of said patent the construction
is such that the poppet valve rises but a
35 short distance in all, and as a result, it is nec-
essary to use, instead of a simple direct con-
nection between the puppet valve and the
needle, a multiplying device which will give
the needle a considerable amplitude of move-
40 ment. Furthermore, the pressure-indicat-
ing device has but small total movement and
it is, therefore, necessary to multiply its
movement.
My present invention consists in substitut-
ing for the puppet valve of my prior patent a
puppet valve so constructed as to move
through a long space and to combine with it
a sensitive pressure-indicating device so that
all multiplying means are dispensed with.
Referring to the drawings, A, is a suitable
valve casing provided with an upper remov-
able head, a. Below the casing, A, and se-
cured thereto is a cup, A1, which is cylin-
drical in form, but which has a forward pro-
55 jection, a1. The cup is secured to the casing,
A; by bolts, a2, here shown as three in num-
15
20
25
30
45
50
ber and six corresponding holes are provided
in the casing to receive the ends of the bolts
so that the cup can be turned around for a
purpose which will hereafter appear. The 60
cup, A, is provided with a small outlet pipe,
a3, which communicates with a surge tank or
sew er.
The casing, A, is provided with a partially
cylindrical partition, a\ inclosing a chamber 65
into which opens an induction port, X, and
secured to the top of this partition, a4, is a
frusto - conical, hollow, downwardly - open
cup, A.2, provided with a central hollow boss,
«°, secured to a corresponding boss, a8, in the 70
bottom of the valve-casing, A. The hollow
frustro-conical cup, A2, communicates with
the space inside the partition, a\ and this
cup and partition divides the valve-casing
into induction and eduction chambers, the 75
induction chamber being that space within
said cup ami wall, and the eduction chamber
being that space within the casing and outside
the same. An eduction port, Y, communi-
cates with the eduction chamber. The educ- 80
tion and induction chambers are connected by
a horizontal slot , a7, near the top of the frusto-
conical cup, A2. A frusto-conical valve, B,
fits over the frusto-conical cup, A3, and seats
on a shoulder, a8, at the lower edge of said 85
cup. A perforation, a\ at the top of the
frusto-conical cup, A2, admits pressure to the
end of the valve, B. A hollow valve stem,
b, extends through the boss, a5, guiding the
valve, and said stem is keyed against rota- 90
tion m a boss, c, projecting upwards from
a plate, C, secured to the bottom of the valve
casing, A. This plate, C, is best seen in Fie:.
6, and it will be noted that it is provided with
slots, c1, through which the attaching screws 95
extend, whereby it may be angularly ad-
justed.
Secured to the lower end of the hollow
valve stem, b, is a Bourdon spring, D, the
curve of which lies in a horizontal plane and 100
the hollow of which communicates with the
hollow of the valve stem, so that pressure
from the top of the valve, B, will be trans-
mitted to said spring. The free end, d, of
the Bourdon spring is connected by an ad- 105
justable link, d1, to one end of a needle, E,
pivoted between its ends. Movement of the
spring is limited in one direction by an ad-
justable screw or stop, d\ It will be seen
that an increase of pressure in the meter will ] 10
straighten the Bourdon spring and will con-
sequently move the point of the needle up-
a
883,670
wards as seen in Figs. 7 and 8, or to the right ]
in the machine as set up. The needle, E, is |
carried upwards in the forward projection,
a1, of the cup, A1, the said needle terminating
- in an indicating point, e, which when the
device is not subject to pressure, stands
just above the lower edge of the casing and
in front of a dial, F, on the front of the cas-
ing, A.
10 The operation of my improved device is
substantially as follows: Starting with the
parts as shown in Fig. 2, if vapor under pres-
sure is introduced at the induction port, X,
it w ill pass up through the frusto-conical cup,
15 A2, and reach the lower surface of the valve,
B, which it will raise. As the valve rises,
pressure on the eduction side thereof will in-
crease and the valve will finally cease to rise
when the pressure on the two sides becomes
20 equal. When this point is reached it will be
found that the absolute pressure in the in-
duction chamlier is greater than that in the
eduction chamber, because the area of the
valve exposed to pressure in the induction
25 chamber is less than the area of the valve
exposed to pressure in the eduction chamber.
In other words, a given pressure in the educ-
tion chamber will 'balance a slightly greater
pressure in the induction chamber. As the
rto valve areas exposed in the two chambers
bear a constant relation to each other, the
absolute difference in pressure on the two
sides of the valve will constantly vary for
various absolute pressures, but the ratio he-
al tween the pressures on the opposite sides
will be constant. It is a well known law of
gases, that the greater the difference in the
pressure between the two sides of a given
opening, the greater the weight of gas which
-10 will pass through, or to put the matter in
another way, if the absolute pressure is kept
(••instant on one side, the greater the differ-
ence in pressure between the two sides of the
opening, the greater the volume which will
46 pass through. This is substantially what is
indicated by vertical rise of the vaive of my
improved device. II' the absolute pressure
on the eduction side of the device oe kept
constant and still the valve rises this means
Mi that a greater vol in I' gas or steam is pass-
ing through. Owing to the peculiar form of
the valve of my improved device, the valve
is not fully opened until a very considerable
vertical movement has taken place, and as
ii result, a scale can properly be drawn which
will show the volume passing through by di-
rect reading from the valve without the in-
terposition of any movement-multiplying
device. It will be seen that as the valve
Co rises, the needle moves upward at the same
speed so I hat v. hen t he valve reaches t he, top
limit of its movement the indicating point on
the needle lin,- Miichcd the top of the dial.
To indicate weight of steam it is necessary
05 not only to consider volume, but absolute
pressure, and this is taken care of by the
Bourdon spring which is in direct connection
through the hollow- valve stem with the
eduction chamber. It will be evident that
if the valve remains stationary, i. e. if the 70
volume remains constant anil the absolute
pressure increases, the weight will increase.
The Bourdon spring is so sensitive that its
movements can be read directly on the dial.
As the pressure increases the indicating 75
point on the needle swings to the right so
that at any moment the position of the indi-
cating point shows the speed with which
steam is passing through by weight. The
dial is made to read in the number of pounds so
per hour w Inch is passing through.
Meters of this class are in practice set up
in the steam supply pipes of engines or other
steam using devices, and the eduction ports
must be next the engine. In engine rooms 85
and the like it is frequently the case that the
steam pipes run close to the wall so that only
one side of the device is visible when set up
in this manner. To avoid the neoessity of
making right and left hand meters the casing, 90
A, is provided with an extra dial at its rear
side, so that the meter can be reversed.
This is done by removing the cup, A1, and
releasing the plate, C, from engagement with
the casing, A. The valve stem and plate, C, 95
can then be turned around so as to bring the
needle on the opposite side of the device,
after which the plate, G, can be placed in
position and the needle adjusted by turning-
said plate slightly upon its supporting 100
■.crews. The cup, A1, is then replaced in
reversed position so that the projection, a1,
is on the opposite side of the device.
I realize that considerable variation is
possible in the details of the construction 105
without departing From the spirit of the
invention, and I therefore do not intend to
limit myself to t he specific form herein shown
and described.
I claim as new and desire to secure by 110
Letters Patent: —
1. The combination with a casing, of a
frusto-conical partition within the same, a
passage for the entrance of vapor beneath
said frusto-conical partition, a frusto-conical 115
valve seating over said partition and inclos-
ing perforations therein, a device capable of
being effected by pressure carried by said
valve and having communication with the
space within said casing, and an indicator 120
operated by said device.
2. The combination with a casing having
inlet and outlet openings, of a frusto-conical
partition beneath which the inlet opening
inters and between the same and the ex- 125
hausl opening, a frusto-conical valve seat-
ing over said frusto-conical partition and in-
closing perforations therein, a hollow valve
stem carried by said valve and communi-
cating with the vapor in said casing, and indi- 130
<J<)
883,670
rutin*; mechanism communicating with the
hollow in said valve stein and carried by said
valve stem, said indicating mechanism being
constructed and arranged to perform an in-
6 cheating movement with certain of its parts
under t lie influence of pressure, whereby said
indicating mechanism is moved bodily as the
valve rises and performs a second movement
independent of its bodily movement as the
! • pressure varies.
3. The combination with a frame having
inlet and outlet openings, of a frusto-conical
partition beneath which the inlet opening
enters and between the same and the ex-
l haust opening, a f rust o-conical valve seating
over said frust o-conical partition and inclos-
ing perforations therein, said frusto-conical
partition having an opening in its top where-
by vapor reaches the lower surface of said
2.) frusto-conical valve, a pressure-actuated in-
dicating device, operative connections be-
tween said indicating device and said valve
whereby said indicating device moves bodily
with the valve, said pressure-indicating de-
23 vice having communication through a perfo-
ration in said operative connections with the
vapor within said casing.
4. The combination with a casing having
an opening therethrough, of a valve con-
30 trolling said opening and constructed and
arranged to maintain a constant ratio be-
tween the pressures upon its two sides, said
valve being also constructed and arranged to
rise more rapidly t ban it increases any sin-
gle dimension of said opening, a Bourdon 35
spring carried by the valve, connect ions be-
tween the Bourdon spring and the interior
of the casing, and a needle carried by the
valve and actuated by the Bourdon spring.
5. In a device of the class described, the 4q
combination with a frame having induction
and eduction ports, a valve arranged to con-
trol a passage-way through said frame and a
valve stem, of a pressure-indicating device
carried by the valve stem, a needle carried 45
by the valve stem and actuated by the
pressure-indicating device, a cup secured to
the bottom of the frame and having a for-
ward projection to receive the needle, two
dials on opposite sides of the frame and 50
means for securing the cup in two diametric-
ally opposite positions and guiding the valve
stem iii positions diametrically opposite.
In witness whereof I have signed the. above
application for Letters Patent at Chicago, in 55
the county of Cook and State of Illinois, this
L'Nth day of April, A. D. 1905.
CHARLES E. SARGENT.
Witnesses:
Chas. O. Shervey,
J. E. Shervey.
I
i
KM
LI3RARY
OF THE
51TY OF ILLINOIS
No. 886,255.
PATENTED APE. 28, 1908.
C. E. SARGENT.
STEAM METER.
APPLICATION PILED JAN. 28, 1907.
2 SHEETS— SHEET 1.
■31 3* ^ '
io:j
PATENTED APE. 28, 1908.
C. E. SARGENT.
STEAM METER.
APPLICATION PILED JAR. 28, 1907.
2 SHEETS— SHEET 2.
TMM NO**: ',<,<,. CO.. WASHINGTON. O. C
UNITED STATES PATENT OFFICE.
OB LRLE8 E. SARGENT, OF ( HICAGO, ILLINOIS. ASSIGNOR TO SARGENT STEAM METEB 0O1C
PAN Y, OF riHCAClO, ILLINOIS. A CORPORATION OF ILLINOIS
104
STEAM-METER.
No. 886.255.
Specification of Letters Patent. Patented April 28. 1908.
Application filed January 28. 1907. Serial No. 354.410.
To all whom it may concern:
Be it known that I. Charles E. Sargent,
a citizen of the United States, residing in the
eitj of Chicago, in the county of Cook and
5 State of Illinois, have invented certain new
and useful Improvements in Steam-Meters,
of which the following is a full, clear, ami ex-
act description.
My invention relates to certain new and
10 useful improvements in meters, the object
being to provide a simple, efficient and prac-
tical meter for indicating at all times, the
weight of steam passing through a given
pipe.
Another object is to produce a meter
which may he readily attached to a steam
pipe or the like, without the necessity of dis-
connecting t he pipe.
Another object is to provide, in a meter of
this class, mechanism for indicating the
w eight of steam per hour or any other given
period of time, passing through the pipe re-
gardless of the pressure in the same.
Other objects and advantages will appear
in the course of this specification and the
essential features will be more definitely
pointed out in claims appended hereto.
The invention is clearly illustrated in the
drawings furnished herewith iu which
Figure 1 is a front view of a meter em-
bodying my invention and showing the same
attached to a steam pipe. Fig. 2 is a central,
vertical section taken on the line 2 — 2 Fig 1
Fig. 3 is a horizontal section taken on the
line 3 — 3. Fig. 1. Fig. 4 is an enlarged sec-
tional view of the upper portion of the de-
vice. Fig. 5 is a fragment al side view- of the
indicating dial. Fig. 6 is a plan view of a
connecting plug. Fig. 7 is a plan view of the
40 bottom head of the device and Fig. S is a
sectional view of a modification.
Referring to these drawings, A represents
a pipe through which steam or other fluid
is conducted from any suitable source of
45 supply, to the engines, pumps, or other
apparatus with which it is desired to supply
steam or other fluid under pressure.
B represents the meter, which as shown
is cylindrical in form and depends from the
50 steam pipe A.
The casing of the meter comprises a shell
10. top and bottom heads 20 — 30, and con-
necting rods 11. The ends of the shell sur-
round the heads, and the rods 11 are threaded
on the opposing
upper head con-
55
60
65
15
JO
25
30
35
0
75
80
in bosses 21, 31, formed
faces of the heads. The
tains an upwardly extending screw threade..
nipple 22. which is secured to a connecting
plug 12. by a nut 13. which is threaded upon
nipple 22. The plug 12. contains an annular
flange 14. upon its lower end which is en-
gaged by an inwardly extending flange on
the nut 13. to clamp the plug 12 in place
upon the nipple 22. The upper end of the
plug 12 is reduced in diameter to form a
nipple 16, which is screw threaded and is
screwed into a tapped opening o, which is
provided in the steam pipe for its connection
with the meter.
Within the easing is journaled a rotatable
cylinder 40. covered by a dial 41. This dial
is made up of vertical equidistant parallel
• pressure"' lines 43, and intersecting curved
lines 42. which cross the vertical lines at
practically equidistant points. The pres-
sure represented by each vertical line is
noted at 44. around the upper part of the
dial. In vertical spaces around the cylinder
and sufficiently close so that one space is
always in sight are noted as at 44a. the
weights in pounds, represented bv the cir-
cumferentially inclined curves 42. * The cyl-
inder 40 is mounted upon a shaft 45. which
is journaled in bosses 23. 33, on the heads 20.
30. and a hand wheel 46 is secured upon the 85
lower end of the shaft 45. which furnishes a
convenient means for turning the cylinder.
The casing 10. is provided with an opening 17
which exposes the front of the dial 41 to vfew.
The head 20 contains ports or passage
ways 24. 25. which communicate with inlet
and outlet nozzles 50—51 . As shown in Figs.
2 and 4, the ports 24. 25. contain two up-
wardly extending portions that register with
openings in the plug 12. which openings con- 95
tain tubes IS. that extend down into the ports
24. 25. The nozzles 50. 51 . are seemed in the
openings in the plug and extend up into the
steam pipe, their open ends being preferablv
diametrically located at a point about 4 10 of 100
the diameter of the pipe from the plus. The
end of t he inlet nozzle 50 . is bent longit udinally
of the pipe and opens in a direction opposite
to the direction of movement of the current of
steam, so that the inertia of thesteam due to its 105
velocity will put a pressure, greater than the
statical pressure in the pipe, throughout the
whole length of the passage communicat-
90
886,255
ing with tin' nozzle 50. As the nozzle 51 !
opens at right unfiles to the current of steam, 1
the pressure in this passage is not raised by j
the inertia of the velocity of the steam flow-
5 ing by t he opening.
The ports 24, 25, contain downward ex-
tensions 24', 25', in which are interposed
-crew threaded plugs 26, 27, for controlling
said ports. The plugs •_'<;, 27, contain needle
10 points 26', that arc adapted to close up the
ports 24, 25, whenever the plugs are screwed
home, and the plugs are provided with stems
27', by means of which they may be operated. I
The port 24, is connected with a port or pas-
15 sage way 'A4, in the lower head 30, by a pipe
.'!."), which as shown is threaded in bosses 28,
38, formed upon the heads 20, 30. The other
ends of the port or passageway 34 and port
25 are connected by a glass sight tube 60,
20 which is secured by means of stuffing boxes
61, in two nipples 28', 38' formed on the
heads 20, 30.
An open continuous passageway is thus
afforded which extends from the steam pipe
25 A, through the meter and back into the
steam pipe. The pipe 35, and port 34, form
a sort of cistern or reservoir in which is
placed a quantity of mercury, or other suit-
abie liquid C, which is caused to rise in the
30 Bight tube 60 in proportion to the inertia of
the steam flowing by, the velocity of the
steam flowing through the pipe, causing a
greater pressure on the mercury in the cis-
tern than in the glass tube. The top of the
35 column of mercury in the tube indicates
upon the dial 41, the weight, in pounds, of
steam Mowing through the pipe per hour or
other unit of time. The opening in the
transparent or sight tube is very small com-
40 pared with that in the tube 35 so that there
is a large body of mercury in the well as
compared with that in the sight tube when
the two are on a common level, and a very
slight displacement of the mercury in the
45 well will cause a correspondingly great
amount of movement in the sight tube. No
movement of this mercury is effected by the
statical pressure in the pipe but the mercury
in the cistern will be depressed and mercury
50 in the sight tube will he raised in proportion
to the velocity of the steam flowing through
the pipe. Condensation of the steam in the
passage way above the mercury will not
affeel the operation of the meter, as the wa-
55 ter in the tubes will be maintained at a con-
stant level and no error can arise from the
weight of the water on the cistern. A pres-
sure gage 80, is connected to the passage
way in the meter by a tube 81, and is ar-
C0 runged to indicate the pressure of the steam
in the pipe A.
A slight modification is shown in Fig. N.
A- here -how n the plugs 26, 27, are placed in
the connecting plug 12, and arc arranged to
C5 clo.se the ports therein. This construction
provides means whereby the meter proper
may be removed from t he steam pipe without
shutting off the steam from the latter. By
first closing the ports 24", 25a, by means of
the screw plugs, the meter proper may he un- 70
coupled from the connecting plug.
The weight of steam flowing through a
pipe of given diameter, in a unit of time, de-
pends on the statical pressure and the ve-
locity of the steam. As the rise of mercury 75
in the sight tube is proportional to the ve-
locity, the to]) of the mercury column will
indicate the weight, in pounds flowing
through for the unit of time and statical
pressure for which the dial is calibrated. As 80
statical pressure increases and the same
weight of steam passes through, the velocity
would be less, therefore the rise of the mer-
cury in the sight tube would be less and for
this reason the weight line approaches nearer 85
to.the zero line or falls in direct proportion to
the velocity. On the other hand, if the
statical pressure decreases for the same
weight of steam flowing through, the velocity
must increase, therefore' the mercury would 90
rise higher in the sight tube and the weight
line would rise on the dial. If the pressure
is constant the mercury will rise in propor-
tion to the velocity and therefore in propor-
tion to the weight flowing through the pipe. 95
By adjusting the dial until the statical pres-
sure behind the sight tube on the dial is the
same as that on the test gage SO, the top of
the mercury will he on the line of the number
of pounds flowing through the pipe in a given 100
unit of time.
While 1 am aware that the weight of the
steam flowing through the pipe can be de-
termined by the formula Y=V2gh, I prefer
to calibrate each meter and make the dial 1Q5
from the actual weight of steam passing
through in the following manner: The meter
is inserted between a source of steam supply,
such as high pressure boilers and a surface
condenser and with proper valves, different 110
quantities of steam may he allowed to flow
through under a constant pressure for a cer-
tain unit of time. By weighing t he condensed
steam, or water, and noting the height of t he
column of mercury, a series of points are ob- lis
tained for different quantities or weights of
steam flowing through for a constant pres-
sure and for this unit of time. By continu-
ing this operation for different pressures and
connecting the points by a series of curved 120
lines the dial may he calibrated, the accuracy
of which can he proved by repeating the op-
eration. When the meter is used for com-
pressed air or gas under any pressure, if is
calibrated for cu. feet of free air or cu. feet 125
of standard gas. In measuring light fluids
such as air or gas, a very slight displace-
ment of the mercury occurs, and for this rea-
son it may he found desirable to arrange the
sight tube and dial on an incline, instead of 130
886,256
\or>
10
15
25
30
placing them in the vertical position shown.
A much longer movement of the mercury in
the tul>e may tlms he obtained by the same
amount of verl ical rise of tlx* same.
In the drawings the gage reads 50 lbs. in-
dicating that the pressure in the pipe is 50
lbs. By turning the dial until the numeral
50. at the top thereof, registers with the glass
tube, it will he seen that the top of the col-
umn of mercury is opposite the curved line
containing the number 500, indicating that
the weigh! of steam flowing through amounts
to 500 lbs. for the unit of time for which it
was calibrated.
If the pressure in the pipe is greater or less
than 50 lbs. the dial is turned to bring the
proper column into register with the sight
tube. Suppose that the pressure reads SO
lbs. pressure, and that the velocity of the
20 steam remains constant, it will be found that
the to]> of the column is at some point be-
tween tin1 weight lines 500 and 550, thus in-
dicating that a greater weight of steam is
passing through during the given period of
time. If now more steam be used, the ve-
locity will become greater and the mercury
will iie forced higher up in the sight tube and
the increase in weight will be noted upon the
dial. By noting the static pressure and
turning the dial to bring the proper column
into register with the sight tube, the weight
of steam can be observed directly on the
dial.
I realize that various alterations and modi-
35 flcations of the device are possible and I do
not therefore desire to limit myself to the par-
ticular construction shown and described,
except as particularly pointed out in the ap-
pended claims.
I claim as new and desire to secure by Let-
ters Patent :
1. In a meter, the combination of a mov-
able dial, calibrated to indicate the weight of
steam passing by during any given period of
time and at various degrees of static pres-
sure, a sight tube adjacent thereto, a well
communicating with said sight tube, a body
of mobile substance in said w ell, and nozzles
communicating with said sight tube and
50 well each opening into the fluid to be meas-
ured the nozzle communicating with the
well pointing toward the moving column of
fluid in a direction opposite to the direction
of movement of the column.
55 2. In a meter, the combination of a rota-
table dial, calibrated to indicate the w eight of
steam passing by during any given period of
time and at various degrees of static pres-
sure, a tube adjacent thereto, a well com-
60 municating with said tube, a bod}" of mer-
cury in said well and tube, and nozzles com-
municating with said well and tube and open-
ing into the fluid to be measured, the nozzle
communicating with the opening in the well
G5 being; directed toward the moving column of
40
45
lluid in a direction opposite to die movement
of t he column.
!{. In a meter, the combination of a mov-
able dial, calibrated to indicate the weight of
steam passing by during any given period of 70
time and at various degrees of static pres-
sure, a well, an inlet nozzle directed toward
the moving column of fluid to he measured
and in a direction opposite to the movement
thereof, a connection between the iidet 75
nozzle and well a sight tube communicating
with the we'll and with the fluid to be meas-
ured, and a body of mercury in said well and
sight tube.
4. In a meter, the combination of a mov- 80
able dial, calibrated to indicate the weight
of steam passing by during any given period
of time and at various degrees of static pres-
sure, a sight tube adjacent thereto, a well
communicating with said tube, a body of 85
mercury in said well and tube, an inlet nozzle
and an out let nozzle communicating with the
fluid to be measured, and connections be-
tween the inlet nozzle and well and between
the outlet no'/zle and sight tube. 90
5. In a meter, the ronibinati if a mov-
able dial, calibrated to indicate the weight of
steam passing by during any given period of
time and at various degrees of static pres-
sure, a sight- tube adjacent thereto, a well 95
communicating with the sight tube, a body
of mercury in said well and sight tube, an
inlet nozzle, and an outlet nozzle communi-
cating with the. fluid to be measured , con-
nection between the inlet nozzle and well 100
and between the outlet nozzle and sight tube
and means for closing the entrance to the
sight tube and well.
6. In a meter, the combination of a mov-
able scale, calibrated to indicate the weight 105
of steam passing by during any given period
of time and at various degrees of static pres-
sure a sight tube adjacent thereto, a well
communicating with said tube, a body of
mercury in said well and tube, inlet and out- 110
let nozzles communicating with the fluid to
be measured, connections between said inlet
nozzle and well, and between said outlet
nozzle and sight tube, and screwT plugs in said
connections. 115
7. In a meter, the combination of a casing,
having a connecting plug for its connection
with a suitable pipe, a sight tube, a well
tube and a rotatable dial supported in said
casing, said casing containing a channel con- 120
necting the bottoms of the sight tube and
well, a body of mercury in the channel and
tubes, an inlet nozzle communicating with
the fluid to be measured and with the well
tube and sight tubes respectively and an 125
outlet nozzle.
8. In a steam meter, the combination of a
casing, a well and sight tube, a rotatable
dial supported therein, adjacent to the sight
tube, inlet and outlet nozzles, connections 130
886.255
10
between the inlet nozzle and well and be-
tween the outlel nozzle and sight tube, and
plugs in said connections.
(.f In a meter the combination of a casing,
a connecting |>lug. a connecting nut arranged
to couple the casing to the connect mg plug,
inlet and outlet nozzles supported m said
plug, a well tube and a sight tube supported
in -aid casing, and communicating with the
inlet and outlet nozzles, respectively, a .con-
nection between theotheiendsof the well tube
and sight tube respectively forming a con-
tinuous pa-sage from the inlet nozzle to the
outlet nozzle, a body of mercury in said tubes
15 and a movable dial supported in said casing.
10. In a meter, the combination of a cas-
ing, a well, a sight tube communicating
i herewith, inlet and outlet nozzles communi-
cating with the fluid to be measured and
20 with The well and sight tube respectively, a
n,t at able dial adjacent to the sight tube, and
a hand wheel without the casing, connected
with said dial. ;
LI. In a meter, the combination ot a cylin-
drical inclosing wall, top and bottom heads
secured in said inclosing wall, an inlet nozzle,
a tube communicating therewith, an outlet
nozzle and a- sight tube communicating
therewith, a connection between the lower
ends of said tubes, a body of mercury in said
lubes and connection, and a dial rotatably
movable in said casing adjacent to said sight
tube. , . • . ,
12. In a steam meter, the combination ot
35 a -team pipe of practically uniform diameter,
an inlet nozzle opening into said pipe, a well
communicating therewith, a sight tube com-
municating with said well, an outlet nozzle
opening into said pipe and communicating
25
30
with said sight tube, a body of mobile sub- io
-lance in said well, and a suitably calibrated
movable dial, arranged to indicate the \veight
of steam passing by during a given period of
t ime, for various degrees or static pressure.
13. In a steam meter, the combination of 15
a steam pipe of practically uniform diameter,
a steam gage communicating with said pipe,
an inlet nozzle communicating with said
pipe, a well communicating with said inlet
nozzle, a sight tube communicating with 50
said well, an outlet nozzle communicating
with said sight tube and opening into the
pipe, a mobile substance in said well, and a
movable dial calibrated to indicate weight of
steam passing by during a given period of 55
time and at various degrees of pressure.
14. In a steam meter, the combination of
a steam pipe of practically uniform diameter,
a steam gage communicating with said pipe,
an inlet nozzle communicating with said 60
pipe, a well communicating with said inlet
nozzle, a sight tube communicating with
said well, an outlet nozzle communicating
with said sight tube and opening into the pipe,
a mobile substance in said well and a movable G5
dial having the quantity lines so curved that
the height of the mercury will vary inversely
as the statical pressure in the pipe for a con-
stant velocity. . ,
In witness whereof I have signed the above 70
application for Letters Patent at Chicago,
county of Cook ami State of Illinois this 26th
day of January 1901
CHARLES E. SARGENT.
Witnesses:
Wm. P. Bond,
( U.Y11LES O. ShERVEY.
IOC)
1081
PROBLEM
Vlll.
To construct a gas driven air compressor which would be self-contained
simple in construction, cheap to build, which would require a minimum amount of
floor space, and have a high mechanical and thermal efficiency.
TEE NECESSITY OF SUCH A PRIME MOVER.
The most necessary auxiliary for an internal combustion engine install-
ation is an air compressor for providing a storage of air under pressure for
starting the engine. A safe rule is to furnish four-tenths cubic feet of
air at the compression pressure for each brake horsepower of the largest engine
in the installation. For a 500 H.P. engine, 200 cubic feet is all that is
necessary, and an air tank of this capacity filled at compression pressure, if
the engine and ignition apparatus are in good condition, will start a 500 H.P.
engine two or three times.
Where gas engine driven pumps are used for high duty fire service, an
air tank, for reliability, is desirable for each engine. The usual compress-
or plant manufactured or purchased for a gas engine installation, consists of
a gasoline or gas engine, which can be started by hand, belted to an air com-
pressor. Such an outfit must have two foundations, requires considerable
and often valuable floor space, needs separate cooling water for engine and
compressor, a separate oiling system, and from the writer's experience, requires
more attention than at least one of the big prime movers of the plant.
While an air compressor for the intermittent service of a gas engine
installation need not be as efficient as one in continual operation, it was
deemed advisable to take into consideration simplicity, efficiency, low cost
LOS)
and easy manipulation in bringing out a new design in order that it oould be
used for any purpose, and in order to properly comprehend the problem, the usual
losses in compression will be discussed.
Air is heated in undergoing compression, but before the compressed air
can be utilised this heat has been radiated and lost; it is, therefore, import-
ant that the greatest possible cooling of the air be accomplished during the
process of compression, thus reducing the power necessary for compression as well
as simplifying the lubrication problem. This is partially done by surrounding
the cylinder in which the air is compressed with a water jacket, which cools
that portion of the air adjacent to the cylinder walls, lowering its average
pressure. In order to increase the cooling surface and materially reduce
the temperature of the air, two and three cylinders with inter-coolers are used.
These refinements increase the thermal, but lower the mechanical efficiency, yet
as long as the heat of compression is developed throughout the mass and as long
as air remains such an excellent non-conductor, the heat generated near the
center of the cylinders will not be absorbed by the water jackets, and a high
thermal efficiency will not be obtained.
The cooling surface in air compressors may be largely increased by
compressing the air in a thin annular chamber, having a large surface compared
to the volume compressed, and as the distance the heat has to travel to get to
the water cooled surface is short, the absorption of the heat of compression is
comparatively rapid.
SOLUTION.
A self-contained gas driven air compressor in which this feature is
incorporated in shown in Fig.l. It is a vertical single acting four cycle
gas engine and a two stage direct driven air compressor with but one piston, one
connecting rod and one crank. The engine intake and exhaust valves and the
inlet valve to the first stage of the air compressor are positively controlled,
! 10
1 1 f
while the second stage compressor valves are automatically opened and closed by
the air under compression.
Fig. 2 is a vertical section through cylinder and base, showing the
heavy crank shaft, connecting rod and differential piston.
Fig. 3 is a side elevation with one flywheel removed, showing gas
engine valves in section and the cylinder wall broken away, disclosing piston
and the second stage air compressor valves. Upon a single flaring cast iron
base, in which the crank bearings are babbitted, is bolted the differential water
jacketed cylinder, containing the piston, connecting rod and crank. Liners
between the cylinder and base allow for adjustment of crank shaft bearing. Hand
hole plates (Fig.3) are provided for adjusting the babbitted crank pin box. The
upper end of connecting rod which is always in compression is a large hollow
steel ball permitting the piston to rotate at will, insuring an even and minimum
wear of both piston and cylinder. When looking at the governor side (Fig.3)
engine runs clockwise and the piston is moving down on the working stroke.
The inlet valve A and the exhaust valve B which open into the explos-
ion chamber G are closed. as the piston D approaches the end of the working
stroke the cam L engages the roller M* which, through the valve rod (broken
away in Fig.3) opens the exnaust valve B, holding it open until the end of the
exhaust stroke. As the cam L leaves the roller 8 it engages the roller 0,
opening the admission valve A during the suction stroke. If the engine is
using gas for fuel the collar on the valve stem A allows gas from S to flow into
the cylinder C with the air, the amount of gas being regulated by a graduated
cock on valve chest.
The speed of the engine is controlled by the inertia weight S
pivoted to the bell crank which carries the exhaust roller M. When engine
runs above normal speed the weight S hangs back, stretching the spring T, per-
mitting the steel plate U to engage V, thereby holding open the exhaust
1 \ 2
1 1 ■)
valve B during the suction stroke. .."hen U engages V link J holds inlet valve
stem in such a position that the lifting plate X misses "<V keeping the suction
valve shut and fuel from entering the combustion chamber. As soon as the
speed drops, plate U misses notch V and the regular cycle takes place.
JSngine may be started by hand or by compressed air which it has pre-
viously compressed. The starting valve N (Fig. 2) between the inlet and ex-
haust valves A and B is normally held to its seat and against suction by the
spring, which also holds the plug- P, stem d and roller e as high as the flange
on P will permit. This is sufficient to raise and hold the roller e above
the path of the cam f and in its normal position.
.Vhen piston is at the beginning of working stroke compressed air is
admitted through a pipe (sig.l) to the space between the valve N and plug P.
On account of the cam f and the roller c preventing the plug P from being forced
down and holding the valve N closed, air raises this valve, and flowing into
cylinder, gives a sufficiently strong impulse during the working stroke to start
the engine. As soon as piston reaches the end of this stroke cam f passes
roller e, allowing the air to hold the valve I closed until another working
stroke is reached, when air is again admitted, unless the pressure from an ex-
plosion is greater than that of the compressed air, when engine will operate from
its own pov/er.
When the differential piston D is at the top of the stroke the crank
case is full of air at atmospheric pressure, having entered through the port K
which registers with the port in disc (Figs. 2 and 4). Upon the downward stroke
this air is compressed in the crank case and flowing through the passage F and
valve S fills the annular chamber 0, raising the absolute pressure to about
twenty pounds, when the valve E closes and the piston starts on the up stroke.
As soon as the pressure in the annular space a reaches the pressure
114
I L5
in the receiver the discharge valve H opons. As the pressure in the crank
case assists the piston on the up stroke, and the port on disc is so located
that it does not open the port K until atmospheric pressure is reached, no work
is lost, and a high efficiency is maintained. As there are two compressions
of air to one working struke in the engine, two flywheels and heavy crank discs
practically filling the crank case and reducing the clearance, furnish plenty
inertia to maintain sufficiently uniform speed.
While it is desirable in an internal combustion engine to have an ex-
plosion chamber with a minimum surface per unit of volume to prevent loss of heat,
an air compressor for efficiency should have a maximum cooling surface per unit
of volume to keep the air cool. The explosion chamber in the power cylinder
has as small a surface as possible consistent with direct lifted valves, and the
annular space in which air is compressed has nearly four times the cooling sur-
face per unit of volume found in the ordinary air compressor.
As the water around a compressor cylinder should be as cold as possible
and around the explosion chamber of a gas engine as hot as possible for a com-
bined maximum efficiency, the cold water enters the jacket at g and passing en-
tirely around compressor cylinder rises and absorbs heat from the compressed
air, and is sufficiently warm when it reaches the gas engine jacket to maintain
a high thermal efficiency throughout the combined cycle.
Pipes for the hot water outlet, the water inlet, compressed air,
starting air and exhaust are connected to the back side of the engine and by
removing the bolts which hold the cylinder to base, and disconnecting the pipe
flanges it may be revolved back on the hinges k (Fig.3) for inspection or adjust-
shown, as shown in rig. 4.
In sizes having a capacity of 33 cubic feet or more or free air per
minute, there are two or more admission and discharge valves of the most ap-
proved design, having largo port area and low lift.
I LG
Air admission and discharge valves are of a light approved design, and
are readily examined by removing three nuts. On account of the valves opening
radially and their location, a minimum clearance is realized. The working of
the admission valves can be seen when engine i s in operation.
A sight-feed cylinder lubricator oils both ends of the differential
piston. Surplus oil gat no red up by the periphial groove cut in piston delivers
it through drilled holes to the ball and to the crank pin through a hole in the
center of connecting rod. Grease cups lubricate crank shaft bearings and pro-
vide an effectual air seal.
The indicator diagram, Figure 5, taken from the crank case with a
twenty pound spring shows the work done in the first stage of compression. The
diagram, Figure 6 was taken from the annular chamber with a hundred pound spring
when delivering air at sixty, eighty, one hundred, one hundred and twenty, and
one hundred and forty pounds, respectively. Figure 7 is a diagram from the
explosion chamber. The minimum re-expansion of air in the lower left hand
corner of Figure 6 indicates the high volumetric efficiency obtained. On
account of the large cooling surface per unit of volume and short distance for
the heat to travel, the compression approaches very closely the isothermal line,
insuring a high thermal efficiency and low cost for compressed air.
An account of this compressor being single acting and the piston al-
ways resisted by compression during the upward stroke, a clearance of not to
exceed .015 is entirely feasible, and as the valves and cages come almost flush
with the inner wall, the reason for the high volumetric efficiency shown in
diagram is apparent.
The most economical internal combustion engine, other things being
equal, is the engine with a hit and miss governor. When delivering air
under low pressure this compressor engine will tend to run faster than the
— — ~— — ~— ^ ^ ^ -— —
1 1 ;
speed at which it is set, in which case the governor will operate and hold the
exhaust valve open, and the admission valve closed for one or more revolutions
until the engine drops to normal speed.
On account of the low mechanical friction, thorough cooling of the
compressed air, absence of all stuffing boxes, small clearance and few moving
parts, the efficiency of the compressor is very high.
Compressor runs on kerosene, gasoline, natural, illuminating or
producer gas; it uses the same water to keep the gas engine cylinder from
getting hot that it uses to keep the air cylinder cool. The operation of
this engine compressor is all that could be desired.
i is
PROBLELI IX.
1
xuvJ-iiLiil
IX.
To redesign a rotary valve vacuum cleaning machine v/hich could be
manufactured for 50^ less, which could not wreck itself with entrapped water,
and which would have an increased capacity of 75/0.
ABSQUE]?!:
Fig. 1 is the side elevation of a four sweeper rotary valve vacuum
machine, designed for sweeping by the vacuum system. The base is filled
about half full of clean water. An opening under the water level is connect-
ed to a vertical riser, having openings at different floors of the building in
which the machine is Installed, for hose and sweeper attachments. On top
of tank there is a reciprocating vacuum pump, the opening and closing of the
ports of which are controlled by a hollow rotating plug valve driven by gearing
from the crank shaft at crank shaft speed.
".Then it is desired to sweep, electric motor which is belted to pump
is started, air is drawn out of the cast iron base and from the riser, through
a rotary scrubber running under water, belted from the crank shaft as shown.
The pressure of the atmosphere in the rooms being swept ( drives the air and dirt
from the floor through the sweeper, hose, riser and scrubber, and out into the
atmosphere or out of doors through the pump cylinder exhaust. Hinety per
cent of the dirt is left in the cleaning water.
When finished sweeping, riser is cut off by shutting a valve between
it and tank, and a valve between tank and sewer is opened. The shaft be-
tween crank and valve is uncoupled and valve is revolved 180°, converting the
vacuum pump into an air compressor. Upon starting the motor air is forced
TJ1
into tank and drives tho dirty viator to the sewer.
About twelve inches of mercury is the best vacuum for sweeping when
small quantities of air are used. If the pump is in operation and two or
three sweepers are cut off , the vacuum would so increase that tho operating sweep-
er would pull the rugs from the floor. To overcome excessive vacuum there is
a bronse unloader on top of cylinder which opens a port between both ends of
cylinder when a predetermined vacuum has been reached. In the machine
described thie unloader assembled weighed about eighty pounds, and required
about one hundred and fifty hours of machine work to complete it. In
order to keep down the weight the bypass port of unloader was restricted, so
that when the unloader valve became operative it required as much power to drive
the air back and forth from one end of the cylinder to the other as it did to
maintain a twelve inch vacuum. On account of this restricted bypass port
area, and the construction of the unloader and pump cylinder, it was impossible
to run the pump faster than 130 E.P.LI, without raising the vacuum too high for
sweeping.
The rotary valve is on the same level as the piston, and only about
one-half the diameter, therefore any water drawn up during the surging of the
water in the base would pocket in cylinder, often wrecking piston and rod. The
frame was open, allowing the dirt and dust to get into working parts, and the
oil to fly out. A pair of bevel and a pair of spur gears drove the valve
shaft. About a dozen sight feed oilers required the attention of the
operator. Yrtiile the machine did good work, it often wrecked itself with
water; it cost too much to build for its capacity; it was noisy and dirty and
not commercial.
»
SOLUTION.
In order to make a vacuum pump of this style a commercial success it
was necessary first to put the valve in such a place that entrailed water would
run out of cylinder with the discharged air. Second: to design a bypass
which would not only hold the vacuum where required, but which would unload the
pump, reducing the current consumed until pump was again cut in. Third: to so
enclose the working parts that oil could not get out and dirt could not get in.
Fourth: to make sufficiently large ports so a higher speed could be maintained
and more sweepers operated at one time.
Fig.2 is a photograph of the redesigned vacuum machine. The valve
is below the center of cylinder, permitting the water to flow out by gravity.
The working parts are all enclosed and self-oiling. The valve is driven by
a pair of spiral gears, the axes of which are, of course, at right angles to
each other, and not in the same plane. These gears running in a housing act
as an oil pump and pump oil to all working parts (specification ITo. 644149) and
the overflow passes through a filtering medium back to crank case and through
system again. The unloader was entirely eliminated, and the valve itself so
designed that when a predetermined vacuum was reached it would move endways by
the pull of the vacuum, by-passing the suction and cutting the v»tts in half.
If in compressing the pressure raised too high, valve would move the other way,
holding a constant pressure in the tank. On account of a moving valve
being more susceptible to a slight variation in pressure than a stationary valve,
the success of the unloader was assured from its first conception.
This machine would handle seven sweepers at 300 R.P.LI, or 75$ more
more ,
than the one it supplanted, and weighing/ cost nearly 50$ less to buxld than
the machine illustrated in Fig. 1.
So successful was this new model that the largest vacuum machines ever
constructed were designed by the author for the new New York postoffice on the
same lines, using two tandem cylinders (Fig.3).
1 2/5
Viii
No. 644.149
No Model.
Patented Feb. 27, 1900.
C. E. SARGENT.
LUBRICATING DEVICE FOR ENGINES.
Application filed Nov. i. 1809
2 Sheets— Sheet i
jfirtt/ervtor:
No. 644,149.
I No Model.
Patented Feb. 27, 1900.
C. E. SARGENT.
LUBRICATING DEVICE FOR ENGINES.
(Application filed Nov. 1. 1890.)
2 Sheets— Sheet 2
tnw momma PWMim to , wawhinojoh, o. c
United States Patent Office.
CHARLES B. SARGENT, OF CHICAGO, ILLINOIS.
LUBRICATING DEVICE FOR ENGINES.
SPECIFICATION forming part of Letters Patont No. 644,149, dated February 27, 1900.
Application filed November 1, 1899. Serial No. 735,474. (No model.)
To all iv/io7>i it may concern:
Re it known that I, Charles E. Saroent,
a citizen of the United States of America, re-
siding at Chicago, in the county of Cook and
5 State of Illinois, have invented certain new
and useful Improvements in Lubricating De-
vices for Engines, of which the following is a
specification.
My invention relates to a certain class of
io engines, mostly of the internal-combustion
type, in which the valves are operated from
the driving-shaft by certain interposed gears
adapted to communicate motion to the valves
by means of a connecting-shaft, the object of
IS the gears being to control the motion of said
shaft and also the direction of the same.
The object of the invention is to utilize the
said gears to maintain ae constant circulation
of oil through the working parts and bearings
20 of the engine, using the same oil over and
over again and keeping a constant supply at
the points where it is needed.
To such end the invention consists in cer-
tain novel features, a description* of which
25 will be found in the following specification
and the essential features more definitely
pointed out in the claims.
The invention is illustrated in the drawings
furnished herewith by means of six figures,
30 of which —
Figure 1 is a side elevation of an engine
with certain portions broken away to illus-
trate other more important portions. Fig. 2
is a vertical cross-section in line 2 2 of Fig. 3.
35 Fig. 3 is a vertical cross-section in line 3 3 of
Fig. 1. Fig. 4 is a detail longitudinal section
in line 4 4 of Fig. 3. Fig. 5 is a vertical cross-
section of a portion of the frame of the ma-
chine, the line of section being indicated at
40 line 5 5 in Fig. 4; and Fig. 6 is a horizontal
section in line 0 6 of Fig. 4.
Referring to the drawings, A represents
the bed of the engine, and A' the cylinder,
which is provided with the ordinary valves
45 used in engines of this class. The main driv-
ing-shaft B is journaled in bearings a a', pr6-
vided with caps a8 a9, and carries upon its
ends fly-wheels B' B2. At its middle portion
it has a preferably integral double crank b,
50 on which is pivoted the connecting-rod C, the
latter being secured to the piston in the ordi-
nary manner. The valves are operated by a
shaft D, journaled in boxes d d', secured to
the bed of the machine and carrying upon
One end a spiral gear-wheel E in mesh with a 55
second spiral gear-wheel F, secured to the
main driving-shaft B.
The bed of the machine is formed with a
socket a2, in which one half of the gear E lies,
and a cap (4 is bolted to the frame, as seen in 60
Figs. 1 and 5, to inclose the other half of said
gear. The latter runs in Babbitt metal O,
which is poured into the socket a2 to make a.
perfect fit between the gear and the surround-
ing walls. The Babbitt metal is preferably 65
run in after the blank gear has been trued up,
but before the teeth have been cut in same,
the gear having been mounted upon the shaft
and fitted to its place in the socket. This
makes a perfectly-smooth bearing between 70
the outer peripheries of the teeth and the sur-
face of the Babbitt metal, which is quite es-
sential to the perfect operation of the device.
The cap G extends upward and also incloses
the greater portion of the gear F, as seen at 75
G'. (See Fig. 1.) .
The bed of the machine is preferably so
constructed as to form a reservoir or tank in ,
which a quantity of lubricant may be stared
at a convenient point. This tank is shown 80
at X in the drawings and should preferably
be located as near the parts of the engine
which use the most oil as possible. Looking
at Fig. 3, it will be seen that openings a3 are
formed in the wall of the socket a2 and in the 85
Babbitt metal to permit the oil to flow into
the chamber occupied by the gear E. At the
top of this chamber is formed a second open-
ing a4, communicating with a pipe H, which
may extend to any of the parts of the ma- 90
chine which require oiling. The pipe in the
drawings is shown as having a branch H',
running to the cross-head of the engine, and
branches II2 II3, extending to the bearings of
the main driving-shaft B. In Fig. 2 it will 95
be seen that the branch H3 connects with a
port H4 in the frame, which extends to the
shaft B. The branch H2 is similarly con-
nected to the shaft B. The shaft is prefer-
ably formed with ribs V V, running in grooves 100
a*1 a6. The groove a5 is formed in a boss/,
the gear F and the groove a6 in the bearing
a', the object of the same being to prevent
I the flowing of oil out upon the shaft beyond
644,
149
the bearing a' and gear F. A port a" con-
nects the groove a6 with the interior of the
bed and allows oil to run from the bearing
back into the bed of the machine. The col-
5 lar/embraees the shaft li and is formed with
;iu annular rib /', rotating in a channel g,
formed in the upper portion 6' of the cap,
Bald rib/' being adapted to stop any flow of
oil which may escape from the chamber in
io which the gear F travels. An aperture/2 in
the collar /of the gear F communicates with
the channel g and allows the oil to Mow from
the shaft 1! into said chanuel g. An aperture
if is formed in the cap G and communicates
15 with the interior of the bed of the machine
through a pipe g*, (see Fig. I7) conveying the
oil which collects in the channel g to the res-
ervoir .V The cap a8 is formed with a hood
r/\ (sec Figs. 4 and 5,) which, together with
20 the upper portion G' of the cap G, completely
incloses the gear F and prevents any oil from
getting out of the engine at this point.
The oil in the reservoir X flows b}r gravity
through openings a? into- the socket a2 and
25 fdls the spaces in the teeth of the gear E. As
these pass upward from the openings a3 the
oil becomes penned in between the sides of
thegearand wallsof thesocket until it reaches
the gear F. As. tho teeth of the latter ad-
30 vance in the gear-wheel E they force the oil
out from between the teeth of the latter
through the port a4, from which it passes to
the pipe Hand thence to the various parts of
the engine through the connecting-pipes be-
35 fore described. After it has performed its
work in lubricating said parts it flows by
gravity back to the reservoir and cools off for
another round. ,
The value of the invention herein disclosed
40 will be recognized when it is considered, first,
that the series of gears between the main driv-
ing-shaft and 'ho valve-operating shaft area
common and desirable feature of engines of
this class; second, that said gears should run
45 in oil for their own lubrication, and, third,
that dovh 06 should be provided for maintain-
ing a constat circulation of oil through the
said gears and also through the other working
parts of the engine. All of these desirable
features are attained by the simple expedient 50
of babbitting a portion of the gear-casing and
providing connecting-passages between the
gears and the reservoir, the gears and the
workiug parts, and the working parts and the
reservoir. 55
I claim as new anddesiro to secure by Let-
ters Patent —
1. The combination, in an engine of the
class described, of a frame, a cylinder, suit-
able valves, a main driving-shaft, a piston 60
connected therewith, a valve-operating shaft,
a series of gears between the driving-shaft
and the valve-operating shaft, a reservoir lo-
cated below the working parts, a passage lead-
ing from the reservoir to one of said gears, 65
passages leading from another point of said
gear to the working parts of. the engine, pas-
sages leading from said working parts to the
reservoir and an approximately oil-tight cas-
ing about the said gear, whereby the same 70
operates both to pump the oil from the reser-
voir to the working parts aud to operate tho
valves; substantially as described,
2. In an engine and in combination with tho
working parts thereof, a reservoir below said 75
working parts and connected therewith by
suitable passages, a babbitted casing having
an inlet and an outlet port, apassage connect-
ing the inlet-port with the reservoir, passages •
connecting the outlet-port with the working 80
parts of the engine" a gear in the casing, a
second gear in mesh with the first and con-
nections between said gears and the working
parts of the engine for driving the gears; sub-
stantially as described. 85
In witness whereof I have hereunto set my
hand, at Chicago, in the county of Cook and
Stateof Illinois] this 28th day of October, A. D.
1809.
CHARLES E. SARGENT.
Witnesses:
Okas, o Sh^uvkv,
s. i;uss.
Vii)
EROBLELI X.
PROBLEM
X.
To develop a centrifugal governor for a Jingle Phase Linotype Uotor
which would allow it to start as a splitphase repulsion type and to change at
a predetermined speed to an induction typo.-
THE DELIAND FOB -UCH a MOTOB.
Linotype machines are found in nearly every newspaper office in the
United states, each requiring a small motor of some kind to drive it. Type
casting machines, like type setting and textile machinery, require a regular
speed for efficient service. On account of reliability, inattention and
cost, electric power is nearly always preferred and usually available.
The kind of an electric motor required for Linotype machines will de-
pend on the current available. Direct current compound wound motors, either
110 or 220 volts, regulate satisfactorily for this exacting service. Polyphase
motors are used in some offices, and govern exceedingly well with change of load.
The only unsatisfactory motor which the company furnished for driving
Linotype mechanism was the single phase of the repulsion type with a commutated
current, which, having the characteristics of a D.G. series machine, would vary
in speed with the load as much as twenty to twenty-five per cent.
Linotype operators put up with this vacillating speed as long as they
were operating the old style apparatus, but the new Linotype model ran so much
lighter and faster that a better single phase motor had to be furnished. As
the Linotype machines were originally designed for belt drive, a motor to fit in
the only available space had to be thin and large and slow speed, Figure 1.
By winding this motor, which was of the squirrel cage type as an in-
duction motor only, the regulation would be good, but it would not start; by
UNI VI
I.J,
the introduction on the atator of wnother winding having; a different irapedenc't,
the two "being ninety electrical degrees apart, a splitphase effect would be ob-
tained when both were excited, giving a starting torque which would bring the
motor up to speed. The secondary winding used only in starting and having
such low resistance, would burn out in a short time if its current wore left on.
The normal speed of motor was about 900 H.P.LI. Comparatively large
currents would flow through the starting winding, giving sufficient torque to
bring motor up to speed in about one second. The problem was to design a
centrifugal switch which would open the starting circuit at about 700 E.P.M.,
open it with a quick break to prevent arcing, and keep it open until motor
dropped back to about 300 R.P.LI.
SOLUTION.
Figure 1 shows the motor with switch in place; Figure 2 shows the end
view of switch; Figure 3 shows the section on A. 3. The cast iron rings G.C1,
insulated by the fibre ring. D, are all stationary and fastened concentric with
the shaft with four screws to the frame.
ilounted on the shaft E between the armature and front bearing is the
counterweight F, to which is attached the centrifugal weight G by the pin H.
Mounted on this weight G, and insulated therefrom is a bifurcated brush J, which
short circuits the rings G.C» in its normal and stationary position. The cen-
trifugal weight G is held against the counterweight F by the spring X, which is
fastened to the counterweight at L, and to the centrifugal weight by the pin M.
The armature and revolving weights rotate in the direction of the arrow. The
centripetal force of the spring balances the centrifugal force of the weight G
at 700 R.P.LI. As the speed increases slightly, the centrifugal force of the
weight exceeds the holding effect of the spring and G begins to move. Now as
the leverage or distance between the center line of spring and the fulcrum H
gets less as G flies out, and as the force tending to pull G out increases, dir-
ectly as the distance the center of gravity of G is from the center of shaft E,
and as the square of the velocity, it follows that when G starts out that the
governor is beyond isochronism or that the centrifugal forco incroases faster
than the centripetal force and the weight G will stay out till a low speed is
reached, »Vhen G has moved out to the running position it balances the
counterweight F, so that the whole switch is in running balance. Vtfien G
is all the way out, the lug N strikes 0, preventing G from striking C or C'«
Arcing between the rings G G' and the brush J was anticipated, but
starting and stopping automatically every thirty seconds for one week, a service
equal to over ten years operation on a Linotype machine, showed no indication of
pitting of either the phospher bronze brush or cast iron rings.
The regulation of the motor was perfect, and after testing the first
machine for two hours, the Merganthaler Company ordered seventy-five motors for
the earliest possible delivery.
liJCJ
PROBLEM XI,
1
XI.
To provide a gas calorimeter for comrnercial work that can be manipulated
by one person, which will permit of continuous operation, and in which the person-
al error of observation and manipulation is eliminated.
THE NECESSITY OF SUCH AN INSTRUMENT.
mile conducting an efficiency test of a 100 B.H.P. Nash gas engine in
the days when there were Junker gas calorimeters only, and but one in the City of
Chicago, the author obtained the calorific value of natural gas from this in-
strument, manipulated by two students trained in such work. While the author
was getting diagrams from the engine, inlet and outlet temperatures, water meter
readings, revolutions of engine, volts and amperes, every five minutes, the
calorific value of the gas could not be given me until the test was over.
Careful investigation disclosed the reasons for not being able to obtain
continuous records, or at least twelve deductions per hour. The operators
were accustomed to let calorimeter run for about thirty minutes, then stop test-
ing and figure out the results. The instrument was graduated in the metric
system, and one operator was accustomed to transform calories to B.t.u. while the
other was taking readings. As the inlet thermometer was about two feet lower
than the outlet thermometer, the operator either had to kneel each time he read
the inlet temperature, or reading the mercury height from an angle, jeopardize
the accuracy of the observation. Instead of weighing the outlet vater, the
temperature of which had been raised by the heat of combustion, and the volume
of which varies with the temperature, It was measured in a graduated beaker in
which the meniscus made the actual water level so indistinct that the observation
of each operator would vary as much as a cubic centimeter.
t;}8
Then again, hand manipulation of the overflow, from a "beaker to the
sink (continuous readings seemed impracticable) when a certain number of feet of
gas had been burned, introduced a possible error through diagonal vision and slow
action, all of which justified the elimination of as many personal equations as
possible.
While natural gas was the fuel used, the demand for it was so great
with a falling temperature, that to maintain the pressure it was reinforced at
times by water gas, causing a drop in its calorific value of as much as 200 B.t.u.
in a few hours.
Vvhile the only available gas calorimeter at that time might have been
satisfactory for laboratory use, it would not fulfill the requirements in commer-
cial testing, and to get an instrument which would comply with the author's idea
it was necessary to design it along the following lines.
The values obtained should he in B.t.u. per cubic feet of gas, thereby
eliminating the possible errors in converting metric measurements. The inlet
and outlet thermometers should he on a level with the operator's eye to facilitate
simultaneous reading, and to eliminate the "getting up" and "getting down" of
the operator. The water should be weighed instead of measured. The outlet
water should be switched automatically from one receptacle to another when a
certain volume of gas has been burned, thereby not only providing for continuous
operation, but also eliminating the personal error of hand manipulation and the
necessary close observance and watchfulness of the position of meter needle
when such shifting should take place. This duty alone requires the constant
attention of one observer when determinations are desired.
In order to further minimize the calculations Fahrenheit thermometers
are used which may be divided into tenths degrees, giving nearly twice as close
a reading as can be obtained from a centigrade thermometer with tenth degree
divisions, and the weighing scales should read in pounds and hundreths of pounds
1-10
to get accurate and quick results.
SOLUTION.
The solution of this problem is shown in Flg.l and accompanying speci-
fication No. 816042. The inlet and outlot thermometers are on the same level
and are graduated in tenths degrees Fahrenheit. The test meter (Fig. 2) is
divided into thousandths, one rotation of the needle passing one tenth of a cubic
foot of gas.
This meter is supported on three adjustable legs instead of four, is
leveled by a bull's eye level on top center, has a sight adjustment for water
level, a filling funnel, the inlet and outlet gas pipes are on the rear, and a
switch for disconnecting the electrical circuit while warming up calorimeter
before readings are taken and recorded. This electrical contact made every
rotation of the meter needle releases magnetically a catch on the water trough,
permitting the weight of the water to rock the trough to a new position, and
discharge for the next tenth of a foot of gas burned, the heated water into an
empty bucket. While the second bucket is filling the weight of the water in
the first is ascertained, which, multiplied by the difference between the inlet
and outlet temperatures, gives the B.t.u. direct. ./ith this instrument one
operator can obtain continuous calorific values during a ten hour test, and can
plot a curve showing the variations in heat values of the gas during the run.
So practical are the improvements enumerated that today every modern calorimeter
of this type uses all of them not protected by patents, i.e., the thermometers
are on one level; the water is weighed on decimal scales and not measured, and
unless specifically ordered, Fahrenheit thermometers are supplied.
Several hundred automatic calorimeters bearing the author's name are
in constant operation, and according to reports of the Bureau of ./eights and
Measures, have no superior.
For mere complete description of the advantages of this calorimeter see Article
"The Testing of Inflammable Oases" Volume 28, Proceedings ox the A.S.M.K.
M I
1 42
No. 816,042. PATENTED MAR. 27, 1906.
C. E. SARGENT.
GAS CALORIMETER.
APPLICATION FILED SEPT. 8, 1905.
2 SHEETS— SHEET I.
LIBRARY
OF THE
UNIVERSITY OF ILLINOIS
No. 816,042.
PATENTED MAR. 27, 1906.
C. E. SARGENT.
GAS CALORIMETER.
APPLICATION FILED 8EPT. 8. 1905.
2 SHEETS— SHEET 2.
(JNITED STATES PATENT OFFICE.
CHARLES E. SARGENT, OF CHICAGO, ILLINOIS.
GAS-CALORIMETER.
I I 4
No. 816,042.
Specification of Letters Patent. Patented March 27, 1900.
Application tiled September 8, 1905. Serial No. 277,572.
J" nil whom it may concern:
Be it known that I, Charles E. Sakoent,
a citizen of the United States of Ami pica, re-
siding at Chicago, in tin county of Cook and
5 State of Illinois, have invented certain new
and useful Improvements in Gas-Calorime-
ters, of which tlie following is a specification.
My invention relates to improvements in
gas-calorimeters, and is fully described and
io explained in this specification and shown in
the accompanying drawings, in which —
Figure 1 is a side elevation of my im-
proved device. Fig. 2 is a section in the line
2 2 of Fig, 3. Fig. 3 is a detailed front ele-
15 vation of certain portions of my improved
device. Fig. 4 is a section in the line 4 4 of
Fig. 5, and Fig. 5 is a section in the line 5 5 of
Fig. 2.
Referring to the drawings, A is the heater
20 of my improved calorimeter, the same heing
of any ordinary form. The heater is sup-
plied with water at a constant head by a feed-
pipe A' and has an outlet-faucet A2 extending
forward. The temperature of the water en-
25 tering the heater A is shown by a thej mome-
ter a, and the temperature of the water leav-
ing the heater is shown by a thermometer a'.
The gas to be tested comes in from a pipe B,
passes through a meter C, thence through a
30 pipe B' to a burner b. The water of conden-
sation from the gas runs out at A3, its tem-
perature is measured by a thermometer a2,
and its quantity is measured in an ordinarv
glass graduate. The amount of this liquid is
35 small and can be taken care of in this way;
but this factor must be taken into account to
obtain accurate readings.
The meter C has a needle c, which period-
ically comes in contact with an insulated con-
40 tact-piece c' to close an electric circuit con-
trolled by a switch c2 and containing an elec-
tromagnet D.
The water flowing from the outlet-faucet
A2 enters a trough E, pivoted below its cen-
45 ter of gravity between ears a3 on the heater-
body. This trough is divided longitudinallv
by a partition E' into tw^o /portions, one of
which is connected to a spout E2 and the
other of which is connected to a spout E3,
50 said spouts being at opposite ends of the
trough. It will thus be seen that water in
one of the portions of the trough will flow out
at one end, while water in the other portion
will flow out at the opposite end. Each of
'55 the trough portions is partially divided by a
partition e, perforated at its lower end, l lie
position and arrangement of this portion be-
ing clearly illustrated in Fig. 2. The trough
E has on its bottom a stop E* which is adapt-
ed to be engaged upon cither side by a pin / 60
on an armature F, pivoted at /', said arma-
ture being in position to be operated l>\ the
electromagnet I) referred to.
It will be seen that when the device is at
rest and no water is passing tlirough it the 65
trough will lie on one side or the other of t he
vertical line passing through its pivot, and at
such times the stop E4 will be engaged by the
pin on the armature to hold the trough in
this position, which may be the position illus- 70
trated in solid lines in Fig. 2. Assuming
now that it is desired to operate the appa-
ratus, the gas is turned on, the flame lighted,
and water is permitted to flow through the
heater. The water on passing out from the 75
heater will enter the uppermost trough-sec-
tion and from there will flow out of one of 1 he
spouts E2 E3 into a suitable reservoir pro-
vided for the purpose. In starting the ap-
paratus the switch c2 will probably be opened , 80
so that the water will flow in this way until
the difference in temperature between the
water entering and leaving the heater has
reached a constant — i. e., until the metal
parts of the heater are warmed up sufficientlv 85
toremove any errordue to what may be called
"caloric inertia." Thereupon the" switch c1
will be closed, and thereafter the first time
the hand c of the meter passes the contact c'
the electric circuit will be completed, the 90
magnet D energized, and the armature F at-
tracted, thus drawing the pin f out of the
path of the stop E4. At this time it will be
seen the uppermost portion of the trough is
full of water, and consequently much heavier 95
than the other, and the moment the pin on
the armature is removed this section will
move downward, causing the water from the
heater to enter the other section, which has
up to tins time been idle. As soon as the 100
needle has passed the contact c' the magnet
will be deenergized and the armature will re-
turn to place, locking the trough in its new
position. To hold the trough during the ap-
preciable length of time that the needle is 105
passing the contact and the trough conse-
quently is free to move in either direction is
the function of the partial partitions e.
These partitions cause the water to flow out
slowly and hold it in the highest portion of no
816,042
the trough and those portions farthest re- I
moved laterally from the trough - pivot.,
Thus when the trough swings from the posi-
tion shoM n in solid Imcs to the position shown
c in dotted lines in Fig. 2 the water m the left-
hand trough - section Hows out slowly and
until it has flowed out it is held in the upper
and forward portion of the trough, and conse-
quent N exerts the greatest tilting effect pos-
,o mble on the trough. This body of water
holds the trough in its new position until the
wilier has decreased and the water in the
other section has increased sufficiently to
balance each other. 'Phis occupies quite a
considerable length of time, and in the mean-
while the armature has returned to position,
so that the trough is locked. It will be seen
that the partitions <■ are sufficiently low that
the normal flow of water passes over them.
:o It is thus only immediately after the change
in position of "the trough that these partitions
are of utilitv, and they then perform the very
valuable function of detaining a portion of the
water i" ai t a- a weight for a considerable
25 period of time. It will be seen that when the
trough is tilted, as above set forth, the water
frointhe heater flows through the other sec-
tion and out at the other end of the trough
into ii different reservoir. If it is desired
30 only to measure the heating capacity of the
gas" passing through the meter during a single
revoluti f the needle, nothing more need
be done, for when the needle completes its ro-
tation it will again close the electric circuit
35 ami cause the flow to enter the first trough-
aeci ion, ami consequently be cut off from the
ceceiving-reservoir. In this way one reser-
voir will catch the water passing through and
heated in a single revolution of the needle
; and no more or less. Heretofore it has been
customary to note the time when the needle
[nisses a given point in the dial and then cut
oil' 1 lie water- How by hand or some other
method equally affected by the personal
45 equation of the operator has been adopted.
With my device the personal equation is prac-
t icallj eliminated except in the reading of the
thermometers, for the calorimeter itself de-
posits in a given receptacle the water which
50 passes through it during the time when the
burner i- using a given volume of gas. It it
i~ desired to make a longer reading than that
<»f n single turn of the meter - needle, the
switch ('■ can be opened shortly after the
trough La shifted in one direction and can be
closed after any given number of turns of the
needle. Then when the switch is closed no re-
sult will take place until the needle completes
a revolution, ami the water in the reservoir
60 will be exactly the amount which passed
through I he apparatus < luring the total move-
ment of the needle.
1 realize that considerable variation is pos-
sible in the details of this construction with-
03 out departing from the spirit of the inven-
tion, and I therefore do not intend to limit
myself to the specific form herein shown and
described.
I claim as new and desire to secure by Let-
Patent— 7°
1. The combination with a heater, a fuel-
meter and a source of water-supply connect-
ed with the heater, of a device for directing
the flow of water to a reservoir and deflecting
I it therefrom, and means governed by the 75
I meter for controlling said device.
•_>. The combination with a heater, a fuel-
met er and a source of water-supply connect-
ed with the heater, of a water-receptacle ar-
ranged to receive the How from the heater 80
and means under the control of the meter for
directing the flow from said receptacle to a
reservoir and deflecting it therefrom.
.!. The combination with a heater, a fuel-
meter and a source of wTater-supply connect- 85
ed with the heater, of a water-directing de-
vice which can occupy two positions said de-
vice being constructed and arranged to di-
rect water in a different direction in each of
its positions and means under the control of 90
the meter for determining the position of said
water-directing device.
4. The combination with a heater, a fuel-
meter and a source of water-supply connect-
ed with the heater, of a pivoted water-receiv- 95
ing device which can occupy two positions
and which is constructed and arranged to di-
rect water in a different direction in each of
its positions and which is constructed and
arranged to move from one position to the 100
other under the influence of the water and
a stop for holding the receiving device
against the influence of the water, and means
governed by the meter for withdrawing the
ship to permit the receiving device to move. 105
."). The combination with a heater, a fuel-
meter and a source of water-supply connected
with the heater, of a pivoted water-deflecting
device capable of occupying two positions
and constructed and arranged to move un- no
der the influence of the water which it con-
tains al any given time, means under the
control of the meter for preventing move-
ment of the water-deflecting device except
at certain times, and a device of retarding the 115
vemenl of the water from the water-de-
flect ing device after its movement.
6. The combination with a heater, a fuel-
met er and a source of water-supply connect-
ed with the heater, ol a pivoted water-de- 120
Heeling device capable of occupying two po-
sitions and operating to cause wafer to flow
in a different direction in each position and
to be moved from one position to the other
under the influence of the water it contains, 125
B slop arranged to prevent movement of the
water - deflecting de vice, an elect romagnet
arranged to withdraw thestop and an electric
circuit including said magnet and controlled
by t he meter. , . I3°
810,042
7. The combination with a beater, a fuel-
meter and a source* of water-supply connect-
ed with the heater, of a pivoted trough di-
vided into two portions and having a differ-
S cut opening from each portion, said trough
being arranged to receive water from the
heater in the portion which is uppermost at
any given time and a stop controlled by the
meter and engaging with t he t rough.
to s. The combination w ith a heater, a fuel-
meter and a source of water-supply connect-
ed with the heater, of a trough divided into
two portions each of which has a separate
opening, said trough being pivoted below its
15 center in position to receive the water from
said heater, a stop on said trough, and means
of connection between the stop and the me-
ter.
9. The combination with a heater, a fuel-
meter and a source of water supply connect
ed with a heater, of a trough divided into
two portions each of which has a .separate
opening, said trough being pivoted below its
center in position to receive the Water from
said heater, a stop on said trough, and means
of connection between the stop and the me
ter, and a partial partition in each trough-
section arranged to hold a portion of the wa-
ter in each section after the trough has
shifted.
In witness w hereof I have signed the above
application for Letters Patent at Chicago, in
the county of Cook and State of Illinois, this
29th day of August, A. D. 1905.
CHARLES E. SARGENT.
Witnesses:
Chas. O. Shervey,
Kathleen Corn w a ll.
1 43
25
3°
t
I4()
PE0BL3L1 XI 1.
1 48
PROBLEM
Xll.
To build a self-adjusting universal air jack for barring over flywheels
of gas or steam engines, enabling a man or boy to do the work of three or four
men in one quarter of the time.
DEMANDS BOH SUCH A DEVICE.
The rotating and reciprocating parts of a modern horizontal tandem
double-acting internal combustion gas engine weigh from 120 pounds to 150 pounds
per B.H.P. These parts on a a 500 H.P. engine would weigh about 35 tons, and
on a 4000 H.P. engine about 250 tons.
Should a single crank engine stop on center, or should it be necessary
to set the valves, some method of barring engine over is necessary. This is
usually accomplished by three or four men bearing down on the outer end of one
or more crowbars, the ends of which are inserted in pockets cast on periphery of
flywheel, near which is a fulcum over which the prying is done. v/hen a flywheel
J alone weighs forty tons the inefficiency of auch a crude arrangement is apparent.
An improvement over the crowbar is a pawl operated by a long lever,
which engages cast teeth somewhere on rim of flywheel, or band wheel (Fig. 2)
but even such a device requires the main strength of several men for engines
above 500 H.P. Barring engines or electric motors are used in marine prac-
tice for turning over the propeller shafts, but in gas engine installations steam
pressure is not available, and electric current only after engines have been
started.
SOLUTION.
As all large internal combustion engines are started by compressed air,
and as air under pressure is, or always should be available, an air jack (Fig.l)
1 f>( )
was designed, by which one man or boy can turn the larcost flywheel used In gas
engine installations. It is good practice to carry an air pressure equal to
the compression, which in blast furnace gas engines will run 175 pounds gage per
square inch. An air jack having a ten inch piston, with 175 pounds air press-
ure will have a lifting force of over 6-3/4 tons, sufficient for all practical
purposes .
Normally (see detailed specification No. 935235) the piston is at bottom
of cylinder, and the pawl is held away from the flywheel by the spring H.
To barr the flywheel over three-way cock D is turned by the handle E,
allowing the air to enter the cylinder, which, acting first on piston I, moves the
top of pawl against the flywheel and then raising the main piston and pawl until
it engages one of the holes in flywheel, when the pressure of the air rotates the
rim, a distance equal to the stroke of the piston; reversing the handle permits
the air to escape from under the piston and the pawl to return to the bottom for
another stroke.
1
I 5!>
C. E. SARGENT.
DEVICE FOB BARBING OVEB ENGINES
APPLICATION FILED JULY 18, 1908.
935,235. Patented Sept 28, 1909.
1.5-1
UNITED STATES PATENT OFFICE.
CHARLES E. SARGENT. OF CORLISS WISCONSIN. ASSIGNOR TO THE WISCONSIN ENGINE
COMPANY. OF CORLISS. WISCONSIN. A CORPORATION OF WISCONSIN.
935,335.
DEVICE FOR BARRING-OVER ENGINES.
Specification of Letters Patent. Patented S«'|>(. %$ 1909.
Application filed July 18, 1908. Serial No. 444.182.
To all whom it may concern:
Be it known thai I, Charles E. Saegent,
a citizen of the United Stales, residing at
Corliss, in the county of Racine and State of
5 Wisconsin, have invented a new and useful
Improvement in Devices for Barring-Over
Kngines. of which the following is a specifi-
cation.
.My invention relates to certain new and
10 useful improvements in a device for barring-
over engines, and is fully described and ex-
plained in the specification and shown in the
accompanying drawing, in winch:
Figure 1 is a central longitudinal section
15 through my improved device, and Fig. 2 is
an enlarged plan view taken at line 2 on
Fig. 1.
deferring to the drawing, A is a fly-wheel
of an engine provided with the usual notches
20 for the engagement of the means by which
the engine is to be barred-over. Adjacent
to the fly-wheel and upon the floor of the
engine-room or other suitable support is
mounted a cylinder B provided with an in-
25 take-port C, access to which is controlled by
a three- wav cock D which can be operated
by means of a handle E. Vertically movable
in the cylinder B is a piston F to which is
pivoted a pawl G having a tooth g adapted
30 to engage with the notches in the fly-wheel
A. The pawl G is normally held out of en-
gagement with the fly-wheel by means of a
spring H mounted upon the piston F and
engaging with a projecting finger on the
35 pawl G. On the opposite side of the pivol
of the pawl G to the piston F. the piston is
perforated and in the perforation is a verti-
cally movable pawl-operating piston I which
is adapted to engage with a projecting finger
40 (f on the pawl GT The cylinder Bis pro-
vided with an exhaust-port J which is un-
covered by the piston in its upward move-
ment. The cylinder is surmounted by a
cover K slotted for the passage of the pawl
45 as illustrated.
The device is operated in the following
manner: When the piston is in its lowered
position the pawl will be out of engagement
with the fly-wheel. If the cock D be then
50 turned to the proper position, it will open
communication between the port C and a
supply of compressed fluid, preferably com-
pressed air. The compressed air entering
the cylinder will first force upward the pawl
55 operating piston I, thereby swinging the
pawl to the right, into engagement with the
fly-wheel, whereupon its tooth <j will engage
•me of the notches of (he fly-wheel. The
piston will then move upward, rotating the
fly-wheel to the extent of its scope, which 60
will be in practice the distance between two
or three of the notches of the lly-wheel.
When (lie piston reaches the upper limit of
its movement, it will uncover the port .J. re-
lieving the pressure in the cylinder and 65
thereby arresting the upward movement of
the piston. Thereupon the cock can be
turned to another position so as to throw the
port G into communication with the atmos-
phere, whereupon the pawl will drop back 70
to its original position and the piston will
fall by gravity. The operation can then be
repeated indefinitely and the fly-wheel
turned over by slow- degrees to any desired
extent. 75
The apparatus is particularly desirable
for use in connection with gas engines for
the reason that all modern high power en-
gines are provided with means Avhereby they
can be started with compressed air and the 80
supply of compressed air being always ac-
cessible the application of the device re-
quires no special appliance. Tt is to be
borne in mind that modern high power gas
engines are so made that they must be 85
barred-over to certain positions in order to
be started with compressed air unless they
are of the twin-tandem type and even twin-
tandem engines frequently require to be
barred-ov er for adjusting valves and similar 90
operations. The device can, if desired, be
applied to steam engines which often re-
quire to be barred-over for adjustment pur-
poses and in many cases must be barred-over
before they can be started. 95
I realize that considerable variation is
possible in the details of construction of my
improved device, without departing from
the spirit of my invention, and I do not in-
tend, therefore, to limit myself to the specific 1Q0
form herein shown and described.
What I claim as new, and desire to secure
by Letters Patent, is —
1. The combination with a fly-wheel, of a
barring -over device comprising a cylinder 105
mounted adjacent thereto, a piston recipro-
cable in the cylinder, a port entering the cyl-
inder, a hand-valve controlling the port and
adapted by its operation to produce move-
ment of the piston, and fly-wheel engaging HO
935,235
means movable with the piston and con-
st ructed and arranged to engage the fly-wheel
while the piston is moving in one direction,
and t<> he automatically disengaged there-
5 from when the piston is moving in the oppo-
site direction.
The combination with a fly-wheel, of a
barring-over device comprising a cylinder
mounted adjacent thereto and provided with
10 an intake port, a three-way hand-operated
cock adapted to connect the cylinder alter-
nately with a source of fluid under pressure
.Mid with the atmosphere, a piston recipro-
cal^' in the cylinder, and fly-wheel engaging
15 means carried by the piston and constructed
ami arranged to engage the fly-wheel while
the piston is moving under the influence of
fluid pressure and to he automatically dis-
engaged therefrom when the piston is mov-
20 ing in the opposite direction.
:;. The combination with a fly-wheel, of a
barring - over device comprising a cylinder
mounted adjacent thereto, hand operated
means for alternately admitting fluid under
25 pressure to the cylinder and releasing the
same therefrom, a piston movable in the cyl-
inder and fly-wheel engaging means carried
by the piston and constructed and arranged
to automatically engage the fly-wheel when
30 the piston is moving under the influence of
fluid-pressure and to be automatically dis-
engaged from the fly-wheel when the piston
i- mo\ ing in the opposite direction.
4. The combination with a fly-wheel, of a
35 hai l ing - over device comprising a cylinder
mounted adjacent thereto, means for alter-
nately admitting fluid under pressure to the
cylinder and releasing it therefrom, a piston
movable in the cylinder, fly-wdieel engaging
40 means carried by the piston, means for nor-
mally holding the engaging means out of en-
gagement with the fly-wheel, and a device
operated by the entrance of fluid under pres-
sure to the cylinder for engaging said means
45 with the flv-wheel.
.->. The combination with a fly-wheel, of a
hai ring - over device comprising a cylinder
adjacent thereto, means for alternately ad-
mitting fluid under pressure thereto and re-
leasing the same therefrom, a piston mov- 60
able in the cylinder, a fly-wheel engaging
device pivoted to the piston and normally
out of engagement with the fly-wheel, and
a supplemental piston carried by the main
piston and constructed and arranged to 55
cause engagement between the fly-wheel en-
gaging device and the fly-wheel when fluid-
pressure is admitted to the cylinder.
G. The combination with a fly-wheel, of a
barring - over device comprising a cylinder GO
adjacent (hereto, means for admitting fluid
under pressure to the cylinder and releasing
the same alternately, a piston movable in the
cylinder, a pawl pivoted to the piston and
normally out of engagement with the fly- 05
wheel and a pawl-operating piston movable
in the main piston and adapted to engage
the pawl to move the same against the fly-
wheel when pressure is admitted to the cyl-
inder. 70
7. The combination with a fly-wdreel, of a
barring- over device comprising a cylinder
mounted adjacent thereto, means for alter-
nately admitting fluid under pressure to the
cylinder and releasing the same therefrom, a 75
piston movable in the cylinder, an exhaust-
port adapted to be uncovered by the piston
near the end of its upward movement, a
pawl pivoted to the piston and normally out
of engagement with the fly-wheel and a 80
pawd operatbig piston mounted in the main
piston and arranged to engage the pawl to
move the same against the fly-wheel when
fluid under pressure is admitted to the cyl-
inder.
CHARLES E. SARGENT.
Ed presence of —
K. M. Cornwall,
R. A. SciIAEFER.
1 . ).)
PROBLiU mi.
157
KtOBW
nn.
To make a thermostat for a fireless electrically heated cooker which
will automatically open the circuit when a predetermined temperature is reached,
which will not oxidize, corrode or deteriorate with U3e.
REASON BOB ITS INVENTION.
The efficiency of a fireless cooker in which the heating element or food
is raised to a high temperature over a gas, electric or ordinary heating stove and
then transferred through the air to a cold cooker, can be greatly increased by
generating the heat in the cooker, thereby saving the heat lost by radiation and
convection. As there are no products of combustion from electric heat, it
seems the rational way to raise the temperature of a cooker, especially as current
is getting cheaper every day, and when generated in an insulated receptacle but
comparatively few watts are required.
As the fundamental idea of a fireless cooker is to hold th3 heat and
cook with the original heat which necessarily gradually diminishes, there would
be a risk in heating the cooker and contents electrically without some safety de-
vice which would open the circuit when some predetermined temperature is reached.
On account of the steam and vapor from the contents attacking and oxidizing
metallic thermostats (the heating element is separated from the cooking receptacle)
such devices have not been a success.
The characteristics of dry air are such that for a thermometer or
thermostat it has no equal. It expands in proportion to the rise in temper-
ature, and on account of its very high coefficient of expansion, has the capacity
for doing work even if confined not in, but in the neighborhood of the intense
heat, therefore the capacity of cooker is not decreased.
158
SOLUTION*
Such a thermostat is shown mounted on the side of a cooker (Fig.l)
and on the cover of a "firoless cooker" (Fig. 2) and in accompanying description
No. 1072170.
By adjusting the indicator any temperature may be obtained before
the circuit is automatically opened.
Mil
C. E. SARGENT.
ELECTRIC COOKING DEVICE.
APPLICATION PILED MAY 20, 1911.
1,072,170. Patented Sept. 2, 1913.
2 SHEETS— SHEET 1.
ir>:5
1,072,170.
C. E. SARGENT.
ELECTRIC COOKING DEVICE.
APPLICATION PILED MAY 20, 1911
Patented Sept. 2, 1913.
2 SHEETS— SHEET 2.
t()4
UNITED STATES PATKNT OFFICE.
CHARLES E. SARGENT, OF CHICAGO, ILLINOIS.
ELECTRIC COOKING DEVICE.
1,<)7'», 1 Specification of Letters Patent. Patented Sept. IS, 1913.
Application tiled May 20. 1911. Serial No. 628.442.
To all whom H may com cm :
Ho it known (lial 1. Ciiaki.ks K. Sauoknt,
a citizen of the United Stales, residing at
Chicago, in the county of Cook and State of
5 Illinois, have invented a new and useful Im-
provement in Electric Cooking Devices, of
which the following is a specification.
My invention relates to certain new and
useful improvements in electric cooking de-
10 vices, and is fully described and explained
in the specification and shown in the accom-
panying drawings, in which:
Figure 1 is a vertical section through my
improved device; Fig. 2 is a horizontal sec-
15 tion on the broken line 2 of Fig. 1; Fig. 3
is a radial section on the line 3 of Fig. 2;
Fig. 4 is an elevation of the switch mecha-
nism and Fig. 5 is a diagrammatic view of
the circuit.
20 Referring to the drawings, 6 is the outer
and 7 is the inner wall of a double walled
case or cooker proper, the two walls being
insulated by a suitable insulating material,
such as mineral wool or the like, and con-
25 nected at the top by an annulus 8, in ac-
cordance with common practice in tireless
cooking constructions.
9 is a cover of metal fitting tightly to the
lower section and provided with a suitable
30 insulation in accordance with common prac-
tice.
10 is an electrical heating element placed
at the bottom of the cooker proper, as illus-
trated. This heating element may be of any
35 desired form common in the art, its particu-
lar arrangement having no bearing upon my
present invention.
11 is a tube connecting the inner and outer
walls of the cooker and affording a passage-
40 way for the electric-wires which suppty cur-
rent to the heating element.
Between the walls of the cooker proper is
a chamber 12 lying well within the outer
wTall so as to be thoroughly insulated from
45 the outside air and in position to be affected
by the heat in the cooker proper by conduc-
tion through the inner wall. This chamber
12 contains a hollow expansible air-dia-
phragm 13, one wall of which is attached to
6ff the inner wall 7 of the cooker and the op-
posite Avail of wdiich carries a pin 14 which
extends outward through a tube 15 to the
outside of the cooker. The outer end of the
pin 14 is adapted, as it moves outward, to
55 engage a screw on an arm 16 of a bell-crank
lever 17 pivoted on a pin 18. Upon the same
pin is pivoted a hook 10 carrying an adjust-
ing screw 20, which is adapted to be en-
gaged by an arm 21 on the bell-crank lever
17 as the same is moved. The outer end of gg
the hook 11' engages the upper end of a
sw itch-lever ±1 carrying a contact piece 23
adapted to engage t wo contact plates 21 and
25. The contact plate 24 is connected to one
end of the heating element and the other 55
end of the heating element is connected to
one terminal of a socket 20. The contact
plate 25 is connected, as illustrated in Fig.
5, with the other terminal of the socket 20.
Thus, when the socket is wired to a source 70
of electric current and the switch-lever 22 is
elevated so that the contact piece 23 connects
the contacts 24 and 25, the current will flow
through the heating element in an obvious
manner. As the temperature inside of the 75
cooker rises, the air-diaphragm 13 will ex-
pand forcing the pin 14 outward and rotat-
ing the bell-crank lever 17 on its axis so that
the arm 21 will presently engage the screw
20 of the hook 19, freeing the same from the 80
end of the switch-lever 22 so that the natu-
ral elasticity of the contact piece 23 assisted
by gravity will cause the switch-lever to
swing downward, breaking the circuit.
The apparatus is set so that it will auto- 85
matically break its circuit at any desired
point in the following manner. The spindle
of the bell-crank lever 17 carries an indicat-
ing needle 27, which cooperates Avith a tem-
perature scale 28. In setting the device, this 90
needle is moved by hand to that point wdiere
it is desired to have the further flow of cur-
rent cease. While holding the indicating
needle in this position the screw 20 is ad-
justed by screwing it downward until the 95
switch-lever is freed from the hook. The
material to be cooked is then placed in the
cooker and the cover placed in position, and
the bell-crank lever and indicating needle
are permitted to fall to their normal posi- 100
tions. As the air-diaphragm expands and
the pin 14 moves outward, rotating the bell-
crank lever, the hook will obviously release
the switch-lever at just that point deter-
mined by the previous adjustment. In this 105
way it is made perfectly certain that the
flow of current will be cut off at the proper
temperature and there is no danger that the
contents of the cooker will be cooked too
much. 11C
I am aware that it has heretofore been
proposed to build inclosed cookers with an
1,072,170
electric heating element, and that efforts
have been made to incorporate a thermo-
static device for cutting off the flow of cur-
rent when the temperature within the cooker
5 has leached the desired point. There are,
however, conditions of a peculiar nature
surrounding devices of this character which
make the present form of thermostatic de-
vice substantially the only practical device
10 for tlie pui ])( so. The device must he capable
of a very wide range of adjustment, differ-
ent foods requiring temperatures varying
to enormous extents. The device must be
compact. Any device which must neees-
15 sarily cross the l ooking space is absolutely
out (T the question because the food could
not be placed in and removed from the
cocker with such, a device in use. The de-
\ i< o must he wholly concealed and protected
20 from the deleterious effects of food which
may he spilled upon it. It must be simple,
absolutely unfailing in its action and capa-
ble of adjustments by those wholly unversed
in mechanics. These various problems and
25 requirements make it impossible to select
any < rdinary thermostatic device in use and
apply it to a device of this character, but
on the contrary as far as T am aware, they
make the present thermostatic device broadly
30 considered the only practical type.
I am aware that considerable variation is
possible in the details of the mechanical
cn^truetion here set forth, without depart-
ing from the spirit of my invention and I
35 therefore, although I have fully described
the present form in detail, do not intend to
be limited thereto, except as pointed out in
the following claims in winch it is my in-
tention to claim all the novelty of the pres-
40 ent device as broadly as the state of the art
will permit.
1 claim as new and desire to secure by Let-
ters Patent —
L in combination, insulating walls inclos-
45 ing a cooking chamber, an electrical-heat-
iiiLr eleiiicn; within the cooking chamber, a
rteeeas in one of the walls of the chamber, a
hollow gas-containing box in said recess and
exposed to fchfi heat within the chamber and
50 insulated from the atmosphere, an electri-
cal-switch and connect ']', ns bi t ween one wall
of the box and a switch for opening the
same.
2. In combination, insulating walls in-
55 closing a cooking chamber, an electrical-
heating element for supplying heat to the
chamber, an elect rical-switch device con-
trolling the flow of current through said
Mfctimg (lenient, a hollow gas-containing
00 bra havinir one wall fixed in position in a
recess in one of the chamber-walls and ex-
posed to the heat within the chamber and
insulated from the atmosphere and connec-
tions between another wall of the hollow
gas-containing box and the electrical-switch C5
device.
3. In combination, insulating walls inclos-
ing a cooking chamber, an electrical-heating
element for supplying heat to the chamber,
an electrical-switch device for controlling 70
the flow of current through said heating
element, a hollow gas-containing box hav-
ing one wall fixed in position in a recess in
one of the chamber-walls and exposed to the
heat within the chamber and insulated from 75
the atmosphere, and adjustable connections
between another wall of the hollow gas-con-
taining box and the electrical-switch device.
4. In combination, insulating walls inclos-
ing a cooking chamber, an electrical-heating 80
element for supplying heat to the chamber, a
bellow gas-containing box supported in a
recess in one of the walls and having a
thrust-rod extending from one of its walls
without the chamber, an electrical-switch de- 85
vice, a latch for holding this switch device
normally closed, and connections between
the thrust-rod and the latch.
5. In combination, insulating walls in-
closing a cooking chamber, an electrical- 90
heating element for supplying heat to the
chamber, a hollow gas-containing box sup-
ported in a recess in one of the walls and
having a thrust-rod extending from one
of its walls without the chamber, an elec- 95
trical switch device, a latch for holding the
switch-device normally closed, and adjust-
able connections between the thrust-rod and
the latch.
6. In combination, insulating walls inclos- 100
ing a cooking chamber, an electrical-heat-
ing element for supplying heat to the cham-
ber, a hollow gas-containing box supported
in a recess in one of the walls and having a
thrust rod extending from one of its Avails 105
without the chamber, an electrical-switch
device, a latch for holding the switch-de-
vice normally closed, a bell-crank lever con-
tacted bv Hie thrust-rod and an adjusting
screw on' the latch to be struck by the bell- i in
crank lever in its movement for the purpose
set forth.
In testimony whereof T hereunto set my
hand this r.th day of May, 1911.
CIIAIiLKS E. SARGENT.
In the presence of two subscribing wit-
nesses :
J. (i. Andkkson,
Rl A. SoilAKl'KR.
Copies of this patent may be obtained for five cents each, by addressing the " Commissioner of Patents,
Washington, D. C."
I Of)
H10B13M XIV.
ir,7
PHOBIaiU
XIV.
To have a portable unbreakable, unspillable , draft-gage with a six inch
range which can be read to one hundredth of an inch to go with testing outfit,
WT HEC3SSAKY.
The ordinary draft gage used in testing chimney draft, gas and air
pressures is a U tube of glass fastened to an adjustable scale reading in tenth
inches, .Vater in both legs stands at zero on the scale. When one leg of
the U tube is connected to the chimney or gas pipe the difference between atmos-
pheric pressure and the pressure in chimney or gas pipe is equal to the differ-
ence in level of the liquid in the two legs of the U tube. To read this press-
ure, the distance the liquid is above and below zero must be added together. If
the pressure varies, which is often the case, it is practically impossible to note
both readings at the same time, therefore errors are unavoidable. Shen the
pressure changes the liquid goes up in one leg and down in the other, changing the
shape of the meniscus, introducing more errors. The only difference between
pressure and vacuum depends on which leg is connected to the chimney or gas pipe.
As either pressure above or below atmospheric causes a difference in the level of
the liquid in the two legs, the observer is liable to mistake vacuum for press-
ure, and in case of producer gas mains, permit of possible explosions.
To overcome the objection of a double reading, and at the same time
permit of reading to one -hundredths inches, a liquid well and an inclined tube
are used. when such an instrument is dead level an accurate reading to one-
hundredth inches is possible, but if a range of more than three-quarter inches
either way is desirable, the instrument is too long, too breakable and too un-
wieldly for portable use.
lf><)
SOLUTION.
To solve this problem there is fastened to a gage board or bracket
(FIg.l; specification No. 841454 J upon which is mounted a revolvable cylinder closed
at the bottom and at the top by a hose cock, around which is wound in a spun heli-
cal groove a transparent celluloid tube, the lower end of which is connected with
the bottom of cylinder. As the ratio between the area of well and the tube
is such that one revolution of the liquid in tube means a difference of one inch
pressure, and as the distance around the well is graduated in one hundred divis-
ions, the pressure cither below or above atmosphere, or zero, can be read in one
hundredths inches.
To use the gage the well is filled with water to the zero mark, midway
between bottom and top. Gage is hung up and the well is rotated to three
positions 120° apart. If the meniscus, the top of which is parallel to the
graduations (see Fig.lJ, comes to the same point in the three positions, gage is
level and readings will be accurate.
Both openings may be closed and the gage carried in a grip without dan-
ger of breaking or leaking.
By connecting the well and top outlet of helical tube to Pitot tubes
(Figs. 2, 3 & 4) the velocity of air or gas flowing through a pipe, irrespective of
its statical head, may be accurately determined.
170
UNIVERSITY OHU
No. 841,454.
C E. SARGENT. PATENTED JAN. 15, 1907.
PRESSURE GAGE.
APPLICATION PILED NOV. 3. 1904.
esses •
UNITED STATES PATENT OFFICE,
1 7-1
CHARLES E. SARGENT. OF <
\(.o. ILLINOIS.
PRESSURE-GAGE.
No. 841,451.
Specification of Letters Patent.
Apulicnti'Mi filsd Novnmber 3, 1904. Serial Nn. 231,192.
Patented Jan. 15, 1907.
To all whom it may concern,:
Be it known that I. Charles E. Sargent,
a citizen of the United Stales of America, re-
siding at Chicago, in the county of Cook and
5 State of Illinois, have invented certain new
and useful Improvements in Pressure-Gages,
of which the follow ins; is a specilicat ion.
My invention relates to certain new and
useful improvements in pressure-gages; and
io its object is to produce a device of this class
which shall have certain advantages, which
will appear more fully and at large in the
course of this specification.
To this end my invention consists in cer-
15 tain novel features, which are shown in the
accompanying draw ings as emhodied in ray
preferred form of const ruction.
In the aforesaid drawings, Figure 1 is a
perspective view of my improved pressure-
20 gage, and Fig. 2 is a central vertical section
through the same.
Referring to the drawings, A is a bracket
at the end of which is journaled a vertical
cylinder B. About the cylinder B is wrapped
25 a spiral tube C, of some transparent or trans-
lucent material, preferably celluloid or the
like. The tube C is connected at its lower
end by a short metal tube c with the interior
of the cylinder B and a t its upper end is open
30 to the air. The tube C is held in place by a
screw7 c' . At the upper end of the cylinder
is a cock D, shaped to receive the end of a
rubber or other flexible tube, (shown in dotted
lines at d of Fig. 1 .) Except for the cock 1)
35 and the opening into the tube the cylinder B
is entirely closed .
The outer face of the cylinder B is marked
in scale -divisions, the scale running along
above the turns of the tube C. The scale is
4° laid out by calibration, as will hereinafter
be explained. The zero of the scale, it w ill
be seen, lies approximately at the middle of
the cylinder and the divisions are numbered
in both directions therefrom.
45 My improved pressure-gage is adapted for
measuring very light pressures or very slight
vacua, and it is particularly designed for a
draft-gage to measure the pressure in a
chimney.
5° In operation water or other liquid, which
may be colored or not, as is desired, is poured
into the cylinder until it rises in the spiral
tube to zero of the scale. The tube lies at
such an angle that water or similar liquid
55 forms a practically vertical meniscus at the
70
upper side of the fcube, w hich affords a very
sat isfactorv indicating-point . When no pres-
sure exists, this meniscus should lie oppo-
site the zero of the scale. The top of the
gage is then connected by a tube with the 60
Body of vapor w hose pressure it is desired to
measure and the cock is opened. The in-
crease or decrease of pressure on t he w ater in
the cylinder will cause the water to lise or
fall in t he spiral tube, and the amount of 65
pressure or vacuum can be read in inches of
water and fractions thereof on the scale.
The scale is laid off in the first instance by
applying known pressures to the liquid in
the cylinder and laving off the scale there-
from.
It will he obvious that the length of the
scale-divisions will depend on the relative
sizes of the cylinder and tube, for the ulti-
mate indication depends not upon the abso- 75
lute rise in the tube, but upon the level in the
tube as compared w ith the level in the cylin-
der. Of course after a single scale has been
laid off any number of devices of the same
size can be made by copying the scale on the 80
first device.
My draft-gage is particularly desirable in
that it is very compact and easy to read, and
in addition the length of tube used to indi-
cate a short rise or fall of the liquid is so great
as to make extremely accurate reading pos-
sible. The inclination of the tube and the
surface tension of the water give a vertical
meniscus .which assist s in the accuracy of the
readings. The cylinder is made rotatable, so 90
that all sides of it are readily accessible, and
this is the most convenient arrangement, for
the device when so constructed can be mount-
ed upon a wall. In any case the rotatable
mounting is probably more desirable, al- 95
though ii will be obvious that an operative
and perhaps a commercially successful de-
vice can be made without this feature.
It should be noticed that the cylinder B is
provided with a spiral groove b extending 100
around it and adapted to form a seat for the
spiral tube C. This arrangement insures the
proper positioning of the tube and avoids any
chance of its becoming displaced.
I realize that considerable variation is pos- 105
sible in the det ails of this construct ion with-
out departing from the spirit of the invention,
and I therefore do not intend to limit myself
to the specific form herein shown and" de-
scribed. IIO
85
£5
841,454
1 claim as new and desire to secure by Let-
ters Patent -
The combination with a bracket, a cylin-
drical reservoir rotatably secured thereto,
said reservoir having an opening at its upper
end adapted to be put in communication with
the vapor whose pressure is to be measured
and a body of liquid within the reservoir, of a
tube wound spirally about the reservoir, said
tube opening at its lower end at the bottom
of the reservoir and having its upper end
open to the air.
In witness whereof I have signed the above
application for Letters Patent, at Chicago, in
the county of Cook and State of Illinois, this
2 2d day of October, A. D. 1904.
CHARLES E. SARGENT.
Witnesses:
( has. O. Shervey,
K. M. Cornwall.
IBOBISI
XV.
To construct a variable speed transmission "by which the driver at a
constant speed can drive the driven member either direction from no revolutions
per minute to its maximum speed, without end thrust, side thrust or short lever-
age at low speed and maximum power, which are indigenous to the ordinary
friction drive.
ITS ORIGIN.
When electric blue printing machines of the cylindrical glass type
through which an electric light travels were first developed, the author was
requested to design a device which would lower a lamp at any predetermined
speed, or about eight feet in from thirty seconds to thirty minutes - a ratio
of sixty to one. At that time some of the sensitized papers required the long
time exposure, and in order to make the machine thoroughly universal the above
limits were demanded. As electricity was necessary to operate the lamp,
and as the lanp had to return to the top of the machine after passing through
the cylinder, and as it v/as usually necessary to switch out the light when as-
cending, the author's desire and suggestion was to provide a device which would
eliminate the work of the operator by doing everything except feeding the paper
and closing the switch, when the lamp would light and start on its downward
journey.
The problem of permitting an arc lamp to descend at a uniform velocity,
eight feet in half a minute, sixty times slower or any intermediate velocity
seemed more difficult as the investigation progressed.
=_^Ti:„._. . i . , , - - ■ - ■ - ' ■ |
\7(]
SOLUTION.
The final design, hownver, fulfilled the requirements laid down, but
for commercial reasons was never put on the market. The method of getting
any speed forward or reverse was obtained from mechanism illustrated in the
accompanying specification No. 751564,
The driving disc 0, driven by an electric motor or engine runs at a
constant speed in one direction. On both sides of the disc and diametrically
opposite each other are four friction wheels (d,e,f,g] held against the driving
disc by springs (xx). The two friction wheels d £ e on the outside face of
the friction disc are connected together through the bevel gears d2 and e2, and
bevel pinions n n. These bevel pinions are carried on studs at right angles
and keyed to the shaft h, upon which the hollow shafts d' and e' and the friction
wheels d and e and gears d^ and e rotate. .,hen friction wheels eg and dh
are the same distance from the center of the driving disc, it is evident that
all friction wheels will run the same speed, irrespective of the speed of the
driving disc, and that the friction wheels diametrically opposite each other,
but on the same side of driving disc, will run in opposite directions. It
? 2
is also evident that if the two bevel gears d* and e run in opposite directions
and at the same speed that the bevel pinions n n will rotate around their
shafts, but will not rotate the shaft h to which their shafts are keyed.
Now if the driven member is moved in relation to the driving member
so that the center of the driving shaft is closer to one pair of friction wheels
J than the other, the pair further from the center will rotate faster than the
pair closer to the center, therefore the pinions n n and their shafts will ro-
tate driving the shaft h and pulley q at a speed equal to half the difference
in velocity of the diametrically opposite friction wheels, and in the direction
the farther friction wheel on the same side of driving disc as shaft h is re-
volving.
i :
If we let
D = diameter of path of one pair of friction wheels
D'= " " " " other pair of friction wheels
d ■ diameter of friction wheel
R ■ Revolutions of driver
t = the R.P.M. of shaft h
then t = R(D-D' j
2d
How if for example D*D' = 10"^ d equals 5" and R equals 500 R.P.:.:.
it will be seen that if the center of the carriage carrying the friction wheels
is moved one hundredth of an inch, the shaft h will have a velocity of one
R.P. II. , and that if the center is shifted six tenths of an inch, the shaft will
have a velocity of 60 R.P.M., which meets one of the requirements of the pro-
blem.
One of the disadvantages of an ordinary friction drive is the end
thrust and bending moment on the friction disc, both of which are eliminated
in the above device.
To get low speed and great power in the ordinary friction drive the
driven wheel is moved close to the center where the speed is low. In the
author's device the greatest power is obtained and the slowest speed of driven
shaft when both friction wheels run very nearly the same speed, and normally
about twice the speed of driver. In the ordinary friction drive there is
but one contact between driver and driven member, while in the author's there
are four friction surfaces.
'while this device for reasons stated was never sold for the purpose
for which it was conceived, its application to a well boring machine where the
auger had to be fed very slowly in rock and faster in sand and soft earth, and
reversed and raised quickly, made a successful machine out of a failure, and
no doubt there arc many places whore the principle could bo utilized.
i
UBHARY
OF THE
UNIVERSITY OF »L
No. 751,564. PATENTED FEB. 9, 1904.
C. E. SARGENT.
VARIABLE SPEED MECHANISM.
APPLICATION FILED MAY 8, 1903.
.Mf »>»m.« ntiM CO. phoioaitmo. w«Mi«Gtu» o I
INI
No. 751,564. PATENTED FEB. 9, 1904.
C. E. SARGENT.
VARIABLE SPEED MECHANISM.
APPLICATION PILED MAY 8, 1903.
HO MODEL, 2 8HEETS— SHEET 2.
[ MOMft* nriMu, PMOTO-UTHO .
182
No. 751,564. Pat.-nt. d r. hnuuy I), 1004.
United States Patent Office.
CHARLES B. SAEGENT, OF CHICAGO, ILLINOIS.
VARIABLE-SPEED MECHANISM.
SPECIFICATION forming part of Letters Patent No. 751,564, dated February 9, 1904.
Application filed May 8, 1903. Serial No. 156,203. No model. I
To <i/f wham it may concern:
Be it known that [, CHAKLTBS E. SabGBNT, a
cit izen of the United States, residing in the city
of Chicago, county of Cook, and State of Illi-
nois, have invented a new and useful Improve-
ment in Variable-Speed Mechanisms, of which
the following is a specification.
My invention relates to variable-speed mech-
anisms wherein power is transmitted from the
driving member to the driven member by fric-
tion.
It is well understood in connection with fric-
tion-years that the energy which can be trans-
mitted in any given period of time depends on
the peripheral speed of the driven friction-
roller at the point of contact with the driving-
disk, the amount of surface in contact, anil the
pressure under which the driven surfaces are
held in contact.
The object of my invention is to provide a
gear in which the power-transmitting factors
above enumerated shall be large compared to
the size of the mechanism. It is also proposed
a mechanism in which the power-transmission
shall remain substantially constant for all
speeds of the driving member.
Another object of the invention is to pro-
vide means whereby the speed may be easily
and quickly varied or reversed, while the driv-
30 ing-disk maintains a constantspeed in the same
direction, and finally the invention contem-
plates the construction of a mechanism which
shall be compact and composed of few parts
simply constructed.
I attain these objects by the mechanism
illustrated in the accompanying drawings, in
which —
Figures 1 and 2 are plan and side views, re-
spectively, of the complete mechanism. Fig.
3 is an end view thereof looking in the direc-
tion of the arrow, Fig. 2. Fig. 4 is similar to
Fig. 3. but is in section, taken on the line 4 4,
Fig. 2. Fig. 5 is a plan view- drawn to an in-
creased scale and taken chiefly in section on
45 the line 4 4, Fig. 2. Fig. 6 is a detail view
chiefly in horizontal central section through
the axis of the rear friction-spindles.
Similar letters refer to similar parts through-
out the several views.
25
35
4o
Referring to the drawings, </ represents a 50
driving-shaft journaled in a fixed bearing h.
A shoulder n' is formed upon said shaft to abut
against said bearing to limit the end play of
said shaft therein. At the extremity of said
driving-shaft is rigidly lixed the driving-disk 55
c, which is desirably provided upon its front
and rear surfaces with the facings d <?', of
leather or other suitable material, for driving
the friction-rollers d. , , t\ and </. The rollers
(I and >■ are formed upon the hubs d' and e\ re- 60
spectively, and there are also formed on said
hubs the bevel gear-wheels <P and respec-
tively.
// represents the shaft to be driven, and it
has a fixed axis extending at right angles to 65
and located substantially in the same plane as
the axis of the driving-shaft <i.
The hubs d' and d are each loosely mounted
on said shaft and are prevented from sliding
thereon by means of. the hubs i, located be- 70
tween them, and by means of the yoke-arms
././, loosely mounted on said shaft at the outer
extremities of said hubs d' and c . Said yoke-
arms are in turn laterally.contined by means of
the spacing-rollers ./'./', located between hubs 75
d' and d and the gears I- which latter are
keyed to said shaft h.
On the hub /, which is secured to shaft h by
means of the key /', are formed the bosses ? i\
which receive and securely hold the threaded 80
inner extremity of the studs /3. Said studs
are arranged at right angles to the axis of
shaft h and form axles for the bevel-gears // n.
Said gears are loosely mounted, so as to re-
volve upon said studs/* and intermesh simul- 85
taneously with the gears d'1 i. The diameter of
the gears of and i are equal, and the diameter
of the gears n are equal, and by preference
all of the said gears are miter-gears. The
gears <f\ e\ and n thus form a differential 90
mechanism, and it follows that when gears
d2 and e2 rotate at the same speed in opposite
directions the gears n will rotate about their
axes on the studs > '' ; but said studs will have
no rotary motion about the shaft h as an axis. 95
When, however, the gears d~ and d rotate at
different speeds, the gears n and studs P will
be caused to rotate about shaft h as an axis,
751,564
the direction of rotation depending upon
which of the gears d? or £ is for the time be-
ing the faster moving. The rotation of said
studs about the -haft // as an axis will cause
5 a corresponding rotation of thehutn, and con-
sequent lv of said shaft //. ,
The rollers <l and < are of the same size, and
consequent^ when they are equidistant from
the axis of the driving-shaft a the gears d
,o and r will rotate at the same speed, and there
will he no rotation of the studs >%■ hut when
said rollers are at unequal distances from the
axis of said driving-shaft the gears <r and £
will rotate at different speeds, and there will
, = he imparted to said studs a rotary motion
about the shaft //. Thus the direction of the
motion of studs P will correspond to the di-
rection of rotation of such one ot the rollers
,/ «,r i as is temporarily located at the greater
20 distance from the center of said driving-shaft
a It is evident, therefore, that the speed
and direction of rotation of studs l about the
shaft h may he controlled by shifting said
friction-rollers along the shaft h
2- The shifting of the friction-rollers d and e
and connected parts is accomplished by means
of the carriage m, which has bearings /// in
encircling the shaft // at the outer side of the
gears / The carriage-guide 0 extends paral-
,0 lei to the shaft h, so that said carnage is
guided partly by said guide 0 and partly by
The -haft itself. Said shaft is journaled in the
fixed bearings 0' and p p in such manner as to
l,e laterally shiftable therein. By preference
35 said bearings 0' and p are rigidly connected
to said carriage-guide <>•
In the present instance the transmitted en-
ergy is imparted by shaft // to the band-wheel
The hub <i whereof is confined between said
40 bearings p, and thereby prevented from mov-
ing laterally. In order that said band-wheel
may not pi-event the lateral shifting ot the
.hal t />. a spline or feather 7 IS seated partly
in the shaft h and partly in said hub q .
4r The parts of the mechanism thus tar de-
scribed areoperative in themselves to trans-
mit motion from the driving-shaft a to the
driven shaft h and obtain both variation 111
speed and change of direction of said shaft h
co without Change of speed or direction ot the
driving-shaft a; but by employing the addi-
tional parts hereinafter described a greater
lirea of friction-surfaces is rendered readily
available. . » i
the carriage/// has t wo standards /• /• formed
and these support the pivot-blocks .v.
The preferred construct ion is shown in big.
3 / representing a pi vot-pin fixed to the block
.-otatably held in the socket t in the
Uo standard r. The arms ,'■ are formed on said
pivot -blocks so as to extend toward the shatt
/, The brackets / are formed on the carriage
near the bearings m' thereon and extend to-
ward ^id pivot-blocks f. The extremit ies ot
65 said brackets t are threaded to receive there-
90
leasing-screws </. The inner extremities of
said screws bear against the adjacent extremi-
ties of the arms *J of the pivot-blocks, and the
parts are so arranged that when said screws
are rotated in the direction toward said arms 7°
the pivot-blocks 8 will be rotated about the
pins s' as an axis. Said screws are rotated by
means of the arms »/', which are rigidly se-
cured thereto. Said arms //' are parallel and
are connected at their extremities by means 75
of the controlling-bar >r. The screws u have
a coarse thread, so that a slight rotation will
produce a comparatively large movement ot
the screws transversely to the brackets t. In
the arrangement shown one of said screws lias 80
a left-hand thread and the other a right-hand
thread, so that when the controlling-bar u is
rotated the pivot-blocks 8 will rotate in oppo-
site directions. '
Projecting inwardly from the blocks * are 85
the spindles s\ whereon the gears v and fric-
tion-rollers f and g are loosely mounted, baid
gears and friction-rollers are secured to and
preferably form an integral part ot the hubs
v' so as to rotate together. Said gears v and
their friction-rollers are held 111 posihon on
said spindles s8 by means of the nuts s . lhe
parts are so arranged that under normal con-
ditions the gears v will mesh with the gears k
and the rollers/' and g will make fractional 95
contact with the rear surface of the driving-
disk c. Inasmuch as the gears v and k inter-
mesh, the power received by thero Hers / and
a will be transmitted through said screws to
the shaft //to rotate the same. Thus the gears 100
f and g practically double the tractive force
of the 'mechanism that is to say, the amount
of power which can be transmitted from the
driving-shaft to the driven shaft.
In order that the friction-rollers/ and g may 105
under normal conditions make close contact,
the yoke-bars w w are loosely mounted on the
hubs /•' adjacent to the friction-rollers / and g.
Said yoke-bars w and also the yoke-bars j,
above mentioned, extend vertically and are
joined at their extremity by means ot the ten-
sion-springs x. Said tension -springs have
threaded extremities penetrating the aper-
tured extremities of said yoke-bars j and W
and carry outside of said yoke-bars the nuts
,.' whereby the tension of said springs may
be adjusted. The length of the bars 3 and w
is sufficient bo permit the springs x to clear
the driving-disk c. There is a slight amount
of end play of the shaft a in the bearing h *<> 1 20
that under normal conditions there will be a
self-adjustment of said disk, with the result
thai the friction-rollers on opposite sides ot
the disk will be held in contact therewith un-
der equal pressures. Theslightend play ot .25
shaft ,/in its bearing is also useful, tor the rea-
son that when the friction-rollers / and // are
withdrawn from contact with the dnvmg^sk
the pressure between thesaiddnv.ng-d.sk and
the disks d and , will be reduced sufiicientlj 130
1 10
115
TM,r><; I
to permit said rollers/ and < to be shifted
along the face of said driving-disk.
In operation the driving-disk is supposed
to rotate in the same direct ion and at tin* same
5 Bpeed m all times.
When the rollers d and i arc equidistant
from the axis of shaft a, there will be no ro-
tation imparted to the shaft h. When the
roller d is at a greater distance from the axis
10 of shaft a, said shaft h will rotate in one di-
rection, and when the roller > is at a greater
distance from the axis of shaft </ said shaft It
will rotate in the opposite direction, and the
speed of rotation of said shaft h will increase
15 as the distance of the farthest friction-roller
from the axis of the driving-shaft increases.
Under normal conditions the tension-springs
/'will hold the rollers /, e, f, and g in close
contact with the driving-disk c, any desired
20 pressure being obtained by adjusting the ten-
sion of said springs by means of the adjusting-
nuts
When it is desired to change the speed of
shaft h or vary its direction of rotation, the
25 rollers f and g are forced away from the driv-
ing-disk c by rotating the controller-rod '/'in
the proper direction to force the screws 11 to-
ward the arms s8 on the pivot-blocks s. Only
a slight motion of said pivot-blocks is neees-
30 sary to withdraw the rollers /'and g, this mo-
tion being insufficient to cause the gears rtobe
disengaged from the gears k. When the roll-
ers / and g have thus been withdrawn and the
driving-disk c released, said driving-disk will
35 retreat slightly from the rollers / and e. The
carriage m and parts mounted thereon are then
shifted laterally until the rollers d, e, /, and
g are brought to such distances from shaft a
as to obtain the speed and direction desired
40 for shaft h. The bar /' is then thrown back
to its normal position, with the result that the
screws u are retracted from the arms .s-2 and
the springs ,/* are again permitted to hold the
friction-rollers in close contact with disk c.
45 This mechanism may be employed for a va-
riety of uses; but it is particularly well adapted
for use in automobiles, where it is desirable to
transmit high driving powers, but where the
available space is restricted. In this mechan-
50 ism the speed may be controlled from the sin-
gle bar >r, the rotary motion or swinging mo-
tion of the bar causing the driven shaft to stop
and the shifting motion of said bar obtaining
the desired direction or speed of rotation.
55 Another use for which this mechanism may
be employed to advantage is in lamp-control-
lers for photographic-printing apparatus, such
as that shown in a companion application for
Letters Patent filed by me on even date here-
60 with.
I do not wish to be understood as limiting
myself to the particular design of the mech-
anism as herein shown, for this may be greatly
varied without departing from the spirit of my
65 invention.
What I claim as new, and desire to secure
Letters Patent, is
1. [n a variable-speed mechanism, the com-
bination of a driving-disk; a pair of friction-
rollers adapted to contact one surface of said 70
disk on opposite sides of the axis thereof ; and a
second pair of friction-rollers adapted to con-
tact the Other surface of said disk on opposite
sides of the axis thereof; connections bet ween
the rollers which lie upon the same side of the 75
disk-axis whereby said rollers supplement each
other in their power - transmitting effect; a
driven member; and differential gear connec-
tions between said driven member and one of
saiil pairs of rollers. 80
2. In a variable-speed mechanism, the com-
bination of a driving-disk; a pair of friction-
rollers adapted to contact one surface of said
disk on opposite sides of the axis thereof ; and a
second pair of friction-rollers adapted to con- 85
tact the other surface of said disk on opposite
sides of the axis thereof, connections between
the rollers which lie upon the same side of the
disk-axis whereby said rollers^upplementeach
other in their power - transmitting effect; a 90
driven member; differential gear connections
between said driven member and one of said
pairs of rollers and means for shifting all of
said rollers simultaneously along the surfaces
of said disk to thereby vary the speed of said 95
driven member.
3. In a variable-speed mechanism, thecom-
bination of a driving-disk; two sets of friction-
rollers, the rollers of each set being located in
position to contact said disk on the same side 100
of the disk-axis but on opposite surfaces of said
disk, and the rollers of each set being geared to-
gether for supplementing each other; a driven
member; a differential mechanism connecting
said rollers to said driven member for driving 105
the latter; and means for moving said rollers
toward and from said disk.
4. In a variable-speed mechanism, the com-
bination of a driving-disk; two sets of friction-
rollers normally held in c\ tntact with said disk, 1 1 o
the rollers of each set being located in position
to contact said disk on the same side of the
disk-axis, but on opposite surfaces of said disk,
and the rollers of each set being geared to-
gether to supplement each other; a driven 115
member; a differential mechanism connecting-
said roller to said driven member for driving
the latter; and means for releasing said rollers
from said disk.
5. In a variable-speed mechanism, the com- 1 20
bination of a driving-disk; two sets of friction-
rollers normally held in contact with said disk,
the rollers of each set being located in position
to contact said disk on the same side of the
disk-axis, but on opposite surfaces of said disk, 1 2 5
and the rollers of each set being geared to-
gether to supplement each other; a driven
member; a differential mechanism connecting
said roller to said driven member for driving
the latter; means for releasing said rollers 130
751,564
from said disk, and means for shifting all of
said rollers simultaneously along the surface
of said disk to thereby vary the speed of said
driven member.
5 6. In a variable-speed mechanism, the com-
bination of adriving-disk; a shif table carriage;
a pair of friction-rollers mounted in said car-
riage in position to contact said disk on the
same surface thereof on opposite sides of the
io disk-axis; a driven shaft; a differential mech-
anism connecting said rollers to said shaft for
driving the same; a second pair of friction-
rollers mounted in said carriage and adapted to
contact the driving-disk on the remaining sur-
15 face thereof and gear connections between said
tirst pair and second pair of friction-rollers,
whereby said second pair of rollers supple-
ments the action of said first pair of rollers,
7. In a variable-speed mechanism, thecom-
20 bi nation of a driving-disk; a shif table carriage;
a pair of friction-rollers mounted in said car-
riage in position to contact ssiid disk on the
same surface thereof on opposite sides of the
disk-axis; a driven shaft: a differential mech-
25 anism connecting said rollers to said shaft for
driving the same; a second pair of friction-
rollers mounted in said carriage and adapted
to contact the driving-disk on the remaining
surface thereof for supplementing the action
30 of the first pair of rollers, said second pair of
rollers being pivotally mounted to swing to-
ward and from said driving-disk; gear con-
nections between said first and second pairs of
rollers; and means for swinging said second
35 pair of rollers toward and from said disk.
H. In ;i variable-speed mechanism, the com-
bination of a driving-disk; a shif table carriage;
st pair of friction-rollers mounted in said car-
riage in position to contact said disk on the
40 same surface thereof on opposite sides of the
disk-axis; a driven shaft; a differential mech-
anism connecting said rollers to said shaft for
driving the same; a second pair of friction-
rollers mounted in said carriage and adapted
45 to contact the driving-disk on the remaining
surface thereof for supplementing the action
of the first pair of rollers: said second pair of
rollers being pivotally mounted to swing to-
ward and from said driving-disk; gear con-
50 [lections between said first and second pairs of
rollers; means for swinging said second pair
of rollers toward and from said disk; a spring-
influenced device for holding said second pair
of rollers in frictional contact with the disk;
and means for swinging said rollers away from 55
said disk to thereby release the same.
9. In a variable-speed mechanism, the com-
bination of a driving-disk; a shif table carriage;
a pair of friction-rollers mounted in said car-
riage in position to contact said disk on the 60
same surface thereof on opposite sides of the
disk-axis; a driven shaft; a differential mech-
anism connecting said rollers to said shaft for
driving the same; a second pair of friction-
rollers mounted in said carriage sind adapted 65
to contact the driving-disk on the remaining
surface thereof for supplementing the action
of the first pair of rollers; said second pair of
rollers being pivotally mounted to swing to-
ward and from said driving-disk; gear con- 70
nections between said first and second pairs of
rollers; means for swinging said second pair
of rollers toward and from said disk; a screw
device for holding the second pair of rollers
in frictional contact with the disk and means 75
for swinging said rollers away from said disk
to thereby release the same.
10. In a variable-speed mechanism, thecom-
binatioh of a driving-disk; a shif table carriage;
a pair of friction-rollers mounted in said car- 80
riage in position to contact said disk on the
same surface thereof on opposite sides of the
disk-axis; si driv en shaft; si differential mech-
anism connecting said rollers to said shaft for
driving the same; a second pair of friction- 85
rollers mounted in said carriage and adapted
to contact the driving-disk on the remaining
surface thereof for supplementing the action
of the first pair of rollers; ssiid second pair of
rollers being pivotally mounted to swing to- 90
ward and from said driving-disk; gear con-
nections between said first and second pairs of
rollers; means for swinging ssiid second pair
of rollers toward and from ssiid disk; a screw
device for holding the second pair of rollers 95
in frictional contact with the disk, means for
swinging ssiid rollers away from said disk to
thereby release the same and a controlling-rod
for operating said screw device.
CHARLES E. SAKGKENT.
Witnesses:
Julia M. Bristol,
Jennie I. McDonald.
184
1 85
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